Carmichael Coal Mine and Rail Project - eisdocs.dsdip.qld ...eisdocs.dsdip.qld.gov.au/Carmichael Coal Mine and... · 1 Introduction and Context 1.1 Overview Brown Consulting have

Carmichael Coal Mine and Rail Project Road Impact Assessment

February 2014

B14031

Transport Division

Prepared for Adani Mining Pty Ltd

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Ph: (07) 3895 3444

2014

DOCUMENT CONTROL

B14031CTRIA04d.AK.jm

Issue Date Issue Details Author Checked Approved

D 28/02/14 FINAL AK/JvP JvP JvP (RPEQ 7280)

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Table of Contents

1 Introduction and Context .......................................................................................................................... 1

1.1 Overview .................................................................................................................................................... 1

1.2 Key Assumptions and Development Principles .......................................................................................... 5

1.2.1 Construction Phase ........................................................................................................................ 5

1.2.2 Operations Phase ........................................................................................................................... 5

1.3 References and Data Sources ..................................................................................................................... 6

2 Existing Transport Network ....................................................................................................................... 7

2.1 State Controlled Road Network ................................................................................................................. 7

2.1.1 Peak Downs Highway (33A, 33B) ................................................................................................. 10

2.1.2 Gregory Developmental Road (98A, 98B) .................................................................................... 12

2.1.3 Flinders Highway (14A) ................................................................................................................ 14

2.1.4 Kilcummin-Diamond Downs Road (5309) .................................................................................... 15

2.2 Local Road Network ................................................................................................................................. 15

2.2.1 Moray - Carmichael Road ............................................................................................................. 15

2.2.2 Moray - Bulliwallah Road ............................................................................................................. 16

2.2.3 Elgin - Moray Road ....................................................................................................................... 16

2.3 Multi-Combination Vehicles and Higher Mass Limits .............................................................................. 17

2.3.1 Introduction and definitions ........................................................................................................ 17

2.3.2 Higher Mass Limits ....................................................................................................................... 18

2.3.3 Expansion of the higher mass limits network .............................................................................. 18

2.4 Public Transport Services ......................................................................................................................... 29

3 Development Traffic ............................................................................................................................... 35

3.1 Introduction .............................................................................................................................................. 35

3.2 Construction Phase................................................................................................................................... 35

3.2.1 Rail and quarries .......................................................................................................................... 35

3.2.2 Mine ............................................................................................................................................. 36

3.3 Operations Phase ..................................................................................................................................... 36

3.3.1 Rail and quarries .......................................................................................................................... 36

3.3.2 Mine ............................................................................................................................................. 37

3.4 Estimated Development Volumes ............................................................................................................ 37

4 Traffic Network Assessment .................................................................................................................... 43

4.1 Introduction .............................................................................................................................................. 43

4.2 Intersection Assessments ......................................................................................................................... 43

4.2.1 Gregory Development Road/ Carmichael Elgin Road Intersection .............................................. 44

4.2.2 Gregory Developmental Road / Kilcummin Downs Road intersection ........................................ 45

4.2.3 Gregory Developmental Road / Peak Downs Highway ................................................................ 46

4.3 Road link assessments .............................................................................................................................. 47

4.4 Scenario Test of Additional +10 year Assessment .................................................................................... 50

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4.4.1 Intersection Assessments ............................................................................................................. 51

4.4.2 Road link assessments .................................................................................................................. 52

4.5 FIFO Arrangements and the transport impact at source locations .......................................................... 54

5 Transport Infrastructure Impact Assessment ........................................................................................... 56

5.1 Introduction .............................................................................................................................................. 56

5.2 Pavement Impact Assessment ................................................................................................................. 56

5.2.1 Assessment process and assumptions ......................................................................................... 56

5.2.2 Pavement impact assessment outcomes ..................................................................................... 57

5.3 Infrastructure Impact Assessment ........................................................................................................... 63

6 Other Impacts and Issues ........................................................................................................................ 68

6.1 Noise ......................................................................................................................................................... 68

6.2 Flooding Assessment ................................................................................................................................ 69

6.3 Hazard and Risk Assessment .................................................................................................................... 70

6.3.1 Hazard Identification .................................................................................................................... 70

6.3.2 Mitigation and Management ....................................................................................................... 70

6.4 Cumulative Impacts .................................................................................................................................. 71

7 Mitigation Measures .............................................................................................................................. 72

7.1 Introduction .............................................................................................................................................. 72

7.2 Traffic........................................................................................................................................................ 72

7.3 Noise ......................................................................................................................................................... 72

7.4 Flooding .................................................................................................................................................... 73

8 Conclusions and Recommendations ........................................................................................................ 74

TABLES

Table 2.1: Crash History – Peak Downs Highway - between the Gregory Developmental Road and Bruce Highway (2005-2009) ....................................................................................................................................................................10

Table 2.2: Crash History – Gregory Developmental Road (2005-2009) ..........................................................................12

Table 2.3: Crash History – Flinders Highway (2005-2009) ..............................................................................................15

Table 3.1: Rail construction key transport movements - Summary ...............................................................................36

Table 4.1: Road link volume and capacity analyses (2015 and 2024), impacted road links ...........................................49

Table 4.2: Level of Service thresholds (rural roads, level terrain) ..................................................................................50

Table 4.3 Road link volume and capacity analyses (2024 and 2034), impacted road links ............................................53

Table 4.4: Level of Service thresholds (rural roads, level terrain) ..................................................................................54

Table 5.1 Pavement Impact Analysis Outcomes – Pavement Life Impacts due to Development Traffic by Major Road Link ..................................................................................................................................................................................58

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Table 6.1: Potential Sensitive Receptors ........................................................................................................................68

Table 6.2: Stream Gauging Stations ................................................................................................................................69

FIGURES

Figure 1.1: Locality Plan - Carmichael Coal Mine and Rail Project .................................................................................... 3

Figure 1.1.2: Regional Context - Carmichael Coal Mine and Rail Project (Map courtesy of Qld DTMR) .......................... 4

Figure 2.1: Mackay/ Whitsunday Region - DTMR ............................................................................................................. 8

Figure 2.2: Northern Region - DTMR ................................................................................................................................ 9

Figure 2.3: Peak Downs Highway ....................................................................................................................................11

Figure 2.4: Peak Downs Highway/ Goonyella Road Intersection (looking westbound) .................................................11

Figure 2.5: Gregory Developmental Road (looking south at intersection with Twin Hills Road) ...................................13

Figure 2.6: Gregory Developmental Road/ Elgin Road Intersection (looking southbound) ...........................................13

Figure 2.7: Gregory Developmental Road/ Flinders Highway Intersection (looking westbound) ..................................14

Figure 2.8: Moray – Carmichael Road .............................................................................................................................16

Figure 2.9: Multi-Combination Routes in Queensland – Section 3 .................................................................................19

Figure 2.10: Multi-Combination Routes in Queensland – Section 5 ...............................................................................20

Figure 2.11: Multi-Combination Routes in Queensland – Section 8 ...............................................................................21

Figure 2.12: Multi-Combination Routes in Queensland – Section 10 .............................................................................22

Figure 2.13: Multi-Combination Routes in Queensland – Section 13 .............................................................................23

Figure 2.14: Higher Mass Limits – Queensland’s Major Highway System ......................................................................24

Figure 2.15: Approved Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions ............................25

Figure 2.16: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions ..............................26

Figure 2.17: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions Section 10 ............27

Figure 2.18: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions Section 12 ............28

Figure 2.19: Gemini Mountains to Clermont State School – School Bus Route .............................................................29

Figure 2.20: Mingela to Richmond Hill State School and Charters Towers State High School - School Bus Route ........30

Figure 2.21: Mount Leyshon to Charters Towers State High School - School Bus Route ...............................................30

Figure 2.22: Coppabella to Moranbah State High School - School Bus Route ................................................................31

Figure 2.23: Villafranca to Moranbah State School - School Bus Route .........................................................................31

Figure 2.24: Nebo to Mirani State High School - School Bus Route ................................................................................32

Figure 2.25: South Nebo to Nebo State School - School Bus Route ...............................................................................32

Figure 2.26: Eton to Mirani State High School - School Bus Route .................................................................................33

Figure 2.27: Cut Creek and Eton to Mirani State High School- School Bus Route ..........................................................33

Figure 2.28: Cut Creek and Brightley to Eton State School - School Bus Route ..............................................................34

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Figure 3.1: 2014 Estimated Daily Development Traffic Volumes (vehicles per day, total two-way) – Total of Mine and Rail Projects ....................................................................................................................................................................38





Figure 3.6 Estimated 2014 Daily Development Traffic Volumes for Mine Activity Only (vehicles per day, total two-way volumes) .........................................................................................................................................................................41

Figure 3.7 Estimated 2014 Daily Development Traffic Volumes for Rail Activity Only (vehicles per day, total two-way volumes) .........................................................................................................................................................................41

Figure 3.8: Estimated 2015 Daily Development Traffic Volumes for Mine Activity Only (vehicles per day, total two-way volumes) ..................................................................................................................................................................42

Figure 3.9: Estimated 2015 Daily Development Traffic Volumes for Rail Activity Only (vehicles per day, total two-way volumes ...........................................................................................................................................................................42

Figure 4.1: Intersection Capacity – Uninterrupted Flow Conditions ..............................................................................44

Figure 4.2 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Carmichael Elgin Road Intersection .....................................................................................................................................................................44

Figure 4.3 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Kilcummin Downs Road Intersection .....................................................................................................................................................................45

Figure 4.4 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Peak Downs Highway .......46

Figure 4.5: 2015 Development Volumes (worst case over ten year design period) as a proportion of 2015 Background Traffic Volume (% increases shown) ...............................................................................................................................47

Figure 4.6: 2024 Development Volumes (ten year design period) as a proportion of 2024 Background Traffic Volume (% increases shown) .......................................................................................................................................................48

Figure 4.7: Estimated Daily Development Traffic Volumes (vehicles per day, total two-way) – for each year between 2024-2034 .......................................................................................................................................................................51

Figure 4.8 Turn Warrants for a design speed>=100km/h ...............................................................................................52

Figure 4.9 Total Anticipated Project Workforce .............................................................................................................54

Figure 5.1: Pavement Impacts for 2014 ..........................................................................................................................59

Figure 5.2: Pavement Impacts for 2015 ..........................................................................................................................59

Figure 5.3: Pavement Impacts for Years 1-5 ...................................................................................................................60

Figure 5.4: Pavement Impacts for Years 1-10 .................................................................................................................60

Figure 5.5: Year 1 Pavement Impact (Number of ESA’s) .................................................................................................61

Figure 5.6: Year 2 Pavement Impact (Number of ESA’s) .................................................................................................61

Figure 5.7: Years 1-5 Pavement Impacts (Number of ESA’s) ..........................................................................................62

Figure 5.8: Years 1-10 Pavement Impacts (Number of ESA’s) ........................................................................................62

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Figure 5.9: Miclere Creek Bridge (Gregory Developmental Road) – photo taken looking north. Note Give-Way signage, narrow bridge in background and wider pavement for stopping away from the bridge section ....................63

Figure 5.10: Miclere Creek Bridge (Gregory Developmental Road) – photo taken looking north. Note Give-Way linemarking and narrow bridge with guardrail very close to the carriageway ...............................................................64

Figure 5.11: Miclere Creek Bridge (Gregory Developmental Road) Plan Drawing for General Arrangements ..............64

Figure 5.12: Cape River Crossing Causeway and Bridge, photo taking looking south from the northern bank on the Gregory Developmental Road. Note river height marker in the foreground. The bridge section is in the background before the rise on the southern bank. ............................................................................................................................65

Figure 5.13: Cape River Crossing Causeway and Bridge General Arrangement Drawing ...............................................66

Figure 5.14 Warrants for Consideration of Main Roads Public Lighting .........................................................................67

APPENDICES

Appendix A References

Appendix B Key Development Data Inputs - summary

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1 Introduction and Context

1.1 Overview

Brown Consulting have prepared the following report on behalf of Adani Report Mining Pty Ltd for the Carmichael Coal Project.

Adani Mining Pty Ltd (Adani, the Proponent), commenced an Environmental Impact Statement (EIS) process for the Carmichael Coal Mine and Rail Project (the Project) in 2010. On 26 November 2010, the Queensland (Qld) Office of the Coordinator General declared the Project a ‘significant project’ and the Project was referred to the Commonwealth Department of Sustainability, Environment, Water, Population and Communities (DSEWPaC) (referral No. 2010/5736). The Project was assessed to be a controlled action on the 6 January 2011 under section 75 and section 87 of the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). The controlling provisions for the Project include:

» World Heritage properties (sections 12 & 15A)

» National Heritage places (sections 15B & 15C)

» Wetlands (Ramsar) (sections 16 & 17B)

» Listed threatened species and communities (sections 18 & 18A)

» Listed migratory species (sections 20 & 20A)

» The Great Barrier Reef Marine Park (GBRMP) (sections 24B & 24C).

The Qld Government’s EIS process has been accredited for the assessment under Part 8 of the EPBC Act in accordance with the bilateral agreement between the Commonwealth of Australia and the State of Queensland.

The Proponent prepared an EIS in accordance with the Terms of Reference (ToR) issued by the Qld Coordinator-General in May 2011 (Qld Government, 2011). The EIS process is managed under section 26(1) (a) of the State Development and Public Works Act 1971 (SDPWO Act), which is administered by the Qld Government’s Department of State Development, Infrastructure and Planning (DSDIP).

The EIS, submitted in December 2012, assessed the environmental, social and economic impacts associated with developing a 60 million tonne (product) per annum (Mtpa) thermal coal mine in the northern Galilee Basin, approximately 160 kilometres (km) north-west of Clermont, Central Queensland, Australia. Coal from the Project will be transported by rail to the existing Goonyella and Newlands rail systems, operated by Aurizon Operations Limited (Aurizon). The coal will be exported via the Port of Hay Point and the Point of Abbot Point over the 60 year (90 years in the EIS) mine life.

Project components are as follows:

» The Project (Mine): a greenfield coal mine over EPC 1690 and the eastern portion of EPC 1080, which includes both open cut and underground mining, on mine infrastructure and associated mine processing facilities (the Mine) and the Mine (offsite) infrastructure including a workers accommodation village and associated facilities, a permanent airport site, an industrial area and water supply infrastructure

» The Project (Rail): a greenfield rail line connecting to mine to the existing Goonyella and Newlands rail systems to provide for the export of coal via the Port of Hay Point (Dudgeon Point expansion) and the Port of Abbot Point, respectively including: - Rail (west): a 120 kilometre (km) dual gauge portion running west from the Mine site east to Diamond Creek - Rail (east): a 69 km narrow gauge portion running east from Diamond Creek connecting to the Goonyella rail

system south of Moranbah. - Quarries: The use of five (5) local quarries to extract quarry materials for construction and operational

purposes.

The Project (Mine) site is located along the Moray - Carmichael Road, refer Figure 1.1 below. The nearest regional towns to the Project are Clermont, located to the south, and Moranbah to the east, refer Figure 1.2 below.

The contents of this report has drawn on various existing information and data resources, including reports developed for the Environmental Impact Statement (EIS).


This report provides information on the expected traffic generated by the full development and also outlines the assessment of the adjoining traffic network. The report is consistent with the requirements of Queensland Transport and Main Roads’ (DTMR’s) Guidelines for Assessment of Road Impacts of Development (GARID).

It is understood that this report will be used as an input into the Supplementary Environmental Impact Statement (SEIS) for the project.

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Figure 1.1: Locality Plan - Carmichael Coal Mine and Rail Project


Figure 1.1.2: Regional Context - Carmichael Coal Mine and Rail Project (Map courtesy of Qld DTMR)

Mine Site


1.2 Key Assumptions and Development Principles

During the construction (establishment) and operational phases it is understood that the Carmichael Coal project will function as defined below. This information is further expanded in Section 3 (Development Traffic), particularly in relation to the resultant traffic generation anticipated from the development consistent with the key assumptions and principles defined below.

1.2.1 Construction Phase

» Construction is expected to occur effectively 24 hours per day, 7 days per week – 363 days per year

» It is expected that a significant proportion of the workforce will operate on a fly in, fly out (FIFO) basis. FIFO activity will initially be from the existing Airport at Doongmabulla and later the proposed Airport site to be located adjacent to the mine site. Some FIFO will also be via Moranbah for rail construction in the eastern sections (eg. Camp 1). FIFO will be a key requirement for working on the project. This is primarily due to the large distances that would be required to be travelled by workers to / from the various work sites and the potential risk (road safety) that this long distance travel may have on each worker either before or after each shift.

» Generally workforce access to each site will be via bus / coach for all locations – the primary route for the majority of local movements will be the Moray - Carmichael Road.

» Consumables for the mining construction will be sourced locally, wherever possible, so as to support the surrounding community, eg. Clermont, Moranbah and Emerald. While it is not expected that all materials for the Project will be able to be sourced in the local area, consideration will be given to the transport requirements of materials with an aim to minimise both heavy and oversize vehicle traffic generation on the road network. Other key source locations will include Mackay and Townsville and to a lesser extent, for particular equipment and components, either Brisbane and / or Rockhampton.

» Maintenance of mine equipment, and not construction equipment, will primarily be undertaken on-site at the Mine Infrastructure Area and / or in the Off-Lease Industrial Area. Maintenance of equipment for the rail and quarries will occur on-site and not at the Mine Infrastructure Area.

» The FIFO workers will be housed in camp locations consistent with their role in the construction work, eg. rail construction workers will be located at the rail camps whereas those workers related to the mine will be located at the mine camp.

Section 3 of this report provides a breakdown of the proposed construction arrangements including a summary breakdown of the anticipated materials associated with the construction phase.

1.2.2 Operations Phase

» An open cut and underground coal mine producing approximately 60Mtpa at the peak

» Anticipated mine lifespan of 60 years

» Coal produced will be railed via the Project (Rail) line and connect with the existing rail line located west of Moranbah with a final connection on to the Abbot Point or Hay Point Coal Terminals

» Mining will be performed by utilising a truck and excavator method of mining

» Coal to be crushed, washed and screened on site prior to haulage

» Operations are expected to occur effectively 24 hours per day, 7 days per week - a 363 days per year operation

» It is expected that a significant proportion of the workforce will operate on a fly in, fly out (FIFO) basis. FIFO activity will initially be from the existing Airport at Doongmabulla and later the proposed Airport site to be located adjacent to the mine site. FIFO will be a key requirement for working on the project. This is primarily due to the large distances that would be required to be travelled by workers to / from the various work sites and the potential risk (road safety) that this long distance travel may have on each worker either before or after each shift.

» Workforce access to the Project site will be via bus / coach for all locations – the primary route for the majority of local movements will be the Moray - Carmichael Road.

» Consumables for the mining operations will be sourced locally, wherever possible, so as to support the surrounding community, eg. Clermont, Moranbah and Emerald. While it is not expected that all materials for the


Project will be able to be sourced in the local area, consideration will be given to the transport requirements of materials with an aim to minimise both heavy and oversize vehicle traffic generation on the road network. Other key source locations will include Mackay and Townsville and to a lesser extent, for particular equipment and components, either Brisbane and / or Rockhampton.

» Maintenance of equipment is expected to primarily be undertaken on-site at the Mine Infrastructure Area and / or in the Off-Lease Industrial Area. Do note also that the Borrow 7 quarry is anticipated to be in operation for the life of the mine. Any maintenance of equipment associated with the Borrow 7 quarry will be undertaken on the quarry site. Maintenance of trains and related activities will be undertaken at the maintenance facility on Moray Downs.

» The FIFO workers will be housed in the Mine Workers Accommodation Village during the operational phase.

Section 3 of this report provides a breakdown of the proposed operational phase arrangements including a summary breakdown of the anticipated materials associated with the operational phase.

1.3 References and Data Sources

For the purposes of this assessment various references and data sources were utilised as inputs into the development of this project report. The key inputs are defined below and are also detailed in Appendix A: References:

» EIS, Volume 1, Chapter 8 Cumulative Impacts

» EIS, Volume 2, Chapter 6 Water Resources

» EIS, Volume 2, Chapter 9 Noise and Vibration

» EIS, Volume 2, Chapter 11 Transport

» EIS, Volume 2, Chapter 12 Hazard and Risk

» EIS, Volume 3, Chapter 6 Water Resources

» EIS, Volume 3, Chapter 9 Noise and Vibration

» EIS, Volume 3, Chapter 11 Transport

» EIS, Volume 3, Chapter 12 Hazard and Risk

» EIS, Volume 4, AG Rail Transport Assessment

» EIS, Volume 4, W Mine Transport Assessment

» Report for Carmichael Coal Mine and Rail Project, Land Use, 20 September 2012

» Adani Rail/Mining Camp, Transport Statement – Mine Camp, prepared for Adani Mining Pty Ltd, October 2012

» Adani Rail/Mining Camp, Transport Statement – Camp 1, prepared for Adani Mining Pty Ltd, October 2012

» Adani Rail/Mining Camp, Transport Statement – Camp 2, prepared for Adani Mining Pty Ltd, November 2012

» Adani Rail/Mining Camp, Transport Statement – Camp 3, prepared for Adani Mining Pty Ltd, October 2012

» Carmichael Coal Mine Project, Back Creek Quarry Proposal, Traffic Engineering Report, TTM, April 2013

» Carmichael Coal Mine Project, Borrow 7 Quarry Proposal, Traffic Engineering Report, TTM, April 2013

» Carmichael Coal Mine Project, Disney Quarry Proposal, Traffic Engineering Report, TTM, April 2013

» Carmichael Coal Mine Project, Moray Pit Quarry Proposal, Traffic Engineering Report, TTM, April 2013

» Carmichael Coal Mine Project, North Creek Quarry Proposal, Traffic Engineering Report, TTM, April 2013

» Carmichael Mine Road Upgrade Detailed Design, Adani Mining Pty Ltd, Parsons Brinckerhoff, Detailed Design Report, 8 February 2013


2 Existing Transport Network

The Project’s Rail corridor will traverse one state-controlled road, namely the Gregory Developmental Road, and also a number of other public local roads. The local roads are under the jurisdiction of the Isaac Regional Council (IRC). The Project (Mine) site itself will primarily impact the Moray – Carmichael Road. An outline of the features associated with the key routes is presented in the following sections. Please note that further material is available from the EIS Volumes 2 and 3, Section 11 Transport.

2.1 State Controlled Road Network

The state controlled road (SCR) network will provide the major longer distance access function for the project for construction materials and equipment and to also support the operational phases of the project into the future. The SCR network links the project to the coast at Mackay and Townsville and also further afield to Brisbane and Rockhampton. Each of these locations are anticipated to provide inputs to the project either during the construction or operational phase or both.

Figures 2.1 and 2.2 below provide an overall plan of the roads within the two DTMR regions that the Project is anticipated to impact; these are maps for the Mackay / Whitsunday Region and Northern Region. These roads show the roads that are controlled by DTMR and those that are under the jurisdiction of the various Regional Councils, eg. Isaac Regional Council. The key SCR network roads that are anticipated to be impacted include the Peak Downs Highway, Gregory Developmental Road and Flinders Highway.

The traffic count and crash data that is presented in the following sections is the latest data (received July 2013) and it has been acquired from DTMR or from other reports as defined by each of the references.


Figure 2.1: Mackay/ Whitsunday Region - DTMR


Figure 2.2: Northern Region - DTMR


2.1.1 Peak Downs Highway (33A, 33B)

The Peak Downs Highway (DTMR designation 33A and 33B) links Mackay to the hinterland and western regions, including the townships of Moranbah and Clermont and also to the Gregory Developmental Road. The Peak Downs Highway alignment travels through undulating terrain for a distance of approximately 265km with over 1.2km of its length traversing relatively steep grades of greater than 5% to the south of Eton (on the south-western border of Mackay). The Peak Downs Highway has a generally good quality sealed pavement over its entire length and is used heavily by the mining industry to access the Bowen Basin mining activity located around Moranbah, Nebo, Dysart, Clermont and Middlemount.

The 2012 daily traffic volume (AADT) ranges from a low of 726vpd (including 28% Heavy Vehicles) to 4,234vpd (including 15.8% Heavy Vehicles) between Clermont to Nebo the volume then increases east of Nebo towards Eton to about 4,888vpd (including 17.8% Heavy Vehicles) (DTMR: 2013). The traffic growth rates range from 7% pa near Clermont, and up to 15% pa around Coppabella, with the average growth rate at around 9% pa across the link over the past 10 years (DTMR: 2013).

Crash data from DTMR, for a five year period from 2005 to 2009 for the Peak Downs Highway, between the Gregory Developmental Road and Bruce Highway (about 270km in length), is presented below in Table 2.1.

Table 2.1: Crash History – Peak Downs Highway - between the Gregory Developmental Road and Bruce Highway (2005-2009)

Year Non-Injury Injury Fatal Total

2005 27 34 2 63

2006 22 32 3 57

2007 24 25 2 51

2008 28 40 2 70

2009 23 37 4 64

Total 124 168 13 305

(DTMR: 2013)

Figures 2.3 and 2.4 illustrate typical conditions for the Peak Downs Highway.


Figure 2.3: Peak Downs Highway

(Google: 2013)

Figure 2.4: Peak Downs Highway/ Goonyella Road Intersection (looking westbound)


2.1.2 Gregory Developmental Road (98A, 98B)

The Gregory Developmental Road (GDR) (DTMR designation 98A and 98B) runs in an approximate north-south direction and is approximately 350km in length. The road links Charters Towers in the north with Clermont to the south. The GDR intersects with the Flinders Highway at a priority controlled T-intersection immediately south-west of Charters Towers, and ends at a priority controlled T-intersection with the Peak Downs Highway about 15km north of Clermont. The GDR is sealed across its length but to differing standards, eg. single lane seal versus full two lane seal. Given it provides a north-south connection between the Galilee Basin and Townsville and Charters Towers, and like the Peak Downs Highway, it is heavily trafficked by heavy vehicle movements.

The 2012 daily traffic volume (AADT) is estimated to be 450vpd between Belyando Crossing and the Peak Downs Highway (DTMR: 2013) including a heavy vehicle proportion of 28% (DTMR: 2013). The traffic growth rate over the past 10 years on the link is around 8 – 9% pa (DTMR: 2013).

Crash data from DTMR, for a five year period from 2005 to 2009, for the Gregory Developmental Road between the Peak Downs Highway and Flinders Highway (about 370km in length), is presented below in Table 2.2.

Table 2.2: Crash History – Gregory Developmental Road (2005-2009)


2005 6 6 0 12

2006 3 5 0 8

2007 2 7 1 10

2008 8 8 2 18

2009 7 10 0 17

Total 26 36 3 65

(DTMR: 2013)

Figures 2.5 and 2.6 illustrate the typical conditions for the Gregory Development Road.


Figure 2.5: Gregory Developmental Road (looking south at intersection with Twin Hills Road)

(Cardno: 2012)

Figure 2.6: Gregory Developmental Road/ Elgin Road Intersection (looking southbound)

(TTM: 2013)


2.1.3 Flinders Highway (14A)

The Flinders Highway (DTMR designation 14A) runs in an approximate east-west direction and is approximately 780km in length. The highway connects Townsville on the coast to Cloncurry in the west (intersects about 11km east of Cloncurry with the Landsborough Highway). The Flinders Highway intersects with the Gregory Developmental Road at a priority controlled T-intersection south-west of Charters Towers. This intersection is about 140km south-west of Townsville. The Flinders Highway is fully sealed and like the other major routes in the area is heavily trafficked by heavy vehicle movements supporting the mining activity in north-west Queensland.

The 2012 daily traffic volume (AADT) is generally about 2,325vpd between Charters Towers and the south-western outskirts of Townsville (DTMR: 2013). The volume further increases as the route moves within the urban area of Townsville. The percentage of heavy vehicles also changes over the length of the route from Charters Towers and Townsville with a range of 20.2% to 40.7% (DTMR: 2013). The traffic growth rate over the past 10 years on the link is around 4% pa (DTMR: 2013).

Crash data from DTMR, for a five year period from 2005 to 2009, for the section of the Flinders Highway situated between Queenton and Wulguru (about 126 km in length), is presented below in Table 2.3.

Figure 2.7 illustrates the intersection with the Gregory Development Road.

Figure 2.7: Gregory Developmental Road/ Flinders Highway Intersection (looking westbound)

(Google: 2013)


Table 2.3: Crash History – Flinders Highway (2005-2009)


2005 9 7 2 18

2006 5 16 2 23

2007 5 16 0 21

2008 6 11 0 17

2009 8 10 2 20

Total 33 60 6 99

(DTMR: 2013)

2.1.4 Kilcummin-Diamond Downs Road (5309)

Kilcummin-Diamond Downs Road (DTMR designation 5309) runs in an approximate north-south alignment. The Kilcummin Diamond Downs Road is a state-controlled road which turns into an IRC local controlled road in the vicinity of the Project (Rail), namely Eaglefield Road. Continuing south from the intersection with Eaglefield Road, the Kilcummin-Diamond Downs Road intersects with the Gregory Developmental Road at a priority controlled T-intersection located to the north of Miclere. The turn-off to Kilcummin-Diamond Downs Road is about 28km north of the intersection of the Peak Downs Highway with the Gregory Developmental Road.

The 2012 daily traffic volume (AADT) is estimated to be about 74vpd along the Kilcummin-Diamond Downs Road including a heavy vehicle proportion of about 23% (DTMR:2013). The traffic growth rate over the past 10 years on the link is around 2% pa (DTMR: 2013).

Traffic crash data from DTMR indicates that there was one crash over the five year period (2005 – 2009) and this crash occurred about 2.5km north of the proposed access point to the Rail Camp 1. It involved one vehicle veering off on a straight unsealed section of the road (DTMR: 2013).

2.2 Local Road Network

The IRC has jurisdiction of the local council roads within the area of interest for this project. The key features of the three main local roads are outlined below.

2.2.1 Moray - Carmichael Road

Moray - Carmichael Road will be the primary access to the Mine and other supporting infrastructure located west of the Gregory Developmental Road. The road runs in an approximate east-west alignment and is approximately 115km in length. The road forms a priority controlled T-intersection with Moray - Bulliwallah Road at its eastern end and forms a priority controlled T-intersection with Ulcanbah Road at its western end. Moray -Carmichael Road traverses the Project (Mine) site.

This route is of particular importance because it will provide the road access to the mine site. The route is unsealed and is only trafficable in dry conditions. It is understood that Adani is in discussions with the IRC regarding the long term maintenance and development of the Moray - Carmichael Road from its intersection with the Gregory Development Road to where it intersects with the western boundary of EPC 1690. The Moray - Carmichael Road will be progressively upgraded in accordance with the agreement deed with Council (GHD: 2012).

The current Moray – Carmichael Road runs through the mine site and will continue to do so. It is understood Adani have committed to maintaining public access to the road through the mine site at all times. The alignment of the road may move from time to time to accommodate mining activity, however it will continue to be open to the public


and meet the required engineering standard. Adani will also be working with landholders along the route and the IRC to realign the road in places to provide a better alignment to safely accommodate mining traffic (GHD: 2012).

The 2012 daily traffic volume (AADT) range for Moray – Carmichael Road is 14 to 56vpd (including about 54% heavy vehicles) (Cardno: 2012) (TTM: 2013). A conservative value of 20vpd has been utilised as the baseline for the purposes of the assessment.

Traffic crash data indicates that there has been no crashes recorded along this section of road (Cardno: 2012).

Figure 2.8 illustrates the typical road condition on the Moray - Carmichael Road.

Figure 2.8: Moray – Carmichael Road

(PB: 2013)

2.2.2 Moray - Bulliwallah Road

Moray - Bulliwallah Road runs north from the intersection of the Elgin - Moray and Moray - Carmichael Roads. The route is unsealed and is only trafficable in dry conditions.

The 2012 daily traffic volume (AADT) for Moray – Bulliwallah Road is 10vpd (including about 15% heavy vehicles) (Cardno: 2012) (TTM: 2013).

Traffic crash data indicates that there has been no crashes recorded along this section of road (Cardno: 2012).

2.2.3 Elgin - Moray Road

Elgin - Moray Road runs in an approximate north-south alignment. The road intersects Eppin Elgin Road via a priority controlled T-intersection at its southern end and forms a priority controlled T-intersection with Moray – Carmichael Road at its northern end.

The 2012 daily traffic volume (AADT) for Elgin – Moray Road is 61vpd (TTM: 2013). This volume is understood to have been obtained from the IRC. There is also understood to be no data available for the proportion of heavy vehicles for this road. Notwithstanding, the volume of 61vpd is considered high relative to the Moray – Carmichael Road and may not be representative of a long term average on the road link.


It is understood that no traffic crash data is available for this road link. Notwithstanding, it is expected that the number of crashes would be relatively low and likely be consistent with the surrounding road network, eg. Moray - Carmichael Road and Moray – Bulliwallah Road each of which have had no crashes over the recorded 5 year period.

2.3 Multi-Combination Vehicles and Higher Mass Limits

2.3.1 Introduction and definitions

Heavy vehicles, including multi-combination vehicles such as B-Doubles, are expected to be an integral element within the freight and logistics chain for the development of the project. Given this context the relevant requirements for MCV’s needs to be considered. Outlined below is a brief discussion on some of the key definitions and constraints regarding the use of these vehicle types across the road network.

A B-Double is defined as a combination consisting of a prime mover towing two semi-trailers. The prime mover and the two trailers are combined by two fifth wheel (turntable) assemblies. The double articulation is the main distinguishing feature of a B-Double.

A B-Double can have an overall length of 26 metres or less. Allowable axle group spacings and additional operating conditions are provided in Queensland Transport Guideline for Multi-combination Vehicles in Queensland (Road Trains, B-doubles, B-triples, AB-triples) (Form Number 1). A maximum Gross Combination Mass (GCM) of 62.5 tonnes without Road Friendly Suspension (RFS), and a maximum GCM of 68 tonnes with RFS when operating under Queensland Transport Performance Guidelines for Higher Mass Limits for Vehicles with Road Friendly Suspensions (Form Number 10).

A Road Train is defined as a combination, other than a B-Double, consisting of a rigid vehicle (which may be a prime mover) towing two or more trailers. A converter dolly supporting a semi-trailer is counted as one trailer. There are two groups of road trains in Queensland; Type 1 Road Trains and Type 2 Road Trains.

A Conventional Type 1 Road Train operates at an overall length of 36.5 metres or less. Allowable axle group spacings are provided in Queensland Transport Guideline for Multicombination Vehicles in Queensland (Road Trains, B-doubles, B-triples, AB-triples) (Form Number 1). A maximum GCM of 82.5 tonnes without RFS, and a maximum GCM of 90.5 tonnes with RFS when operating under Queensland Transport Performance Guidelines for Higher Mass Limits for Vehicles with Road Friendly Suspensions (Form Number 10).

Conventional Type 1 Road Trains are also referred to as ‘Double Road Trains’ or ‘A-Double Road Trains’ in other Australian States and Territories. A B-Triple is an innovative Type 1 Road Train that operates at an overall length of 36.5 metres or less.

A Conventional Type 2 Road Train operates at an overall length of more than 36.5 metres, but not more than 53.5 metres. Allowable axle group spacings are provided in Queensland Transport Guideline for Multi-combination Vehicles in Queensland (Road Trains, B-doubles, B-triples, AB-triples) Form Number 1. A maximum GCM of 122.5 tonnes without RFS, and a maximum GCM of 135.5 tonnes with RFS when operating under Queensland Transport Performance Guidelines for Higher Mass Limits for Vehicles with Road Friendly Suspensions (Form Number 10). Conventional Type 2 Road Trains are also referred to as ‘Triple Road Trains’ or ‘A-Triple Road Trains’ in other Australian States and Territories. An AB-Triple that operates at an overall length of 44 metres or less is an innovative Type 2 Road Train.

Figures 2.9 to 2.13 illustrate the relevant MCV Routes for this project.

The key points of relevance to the Carmichael Coal Mine and Rail project are:

» Type 1 and 2 road train routes exist between Clermont and Townsville via the Gregory Developmental Road and the Flinders Highway to the Port of Townsville.

» B-Doubles (23m and 25m) can operate on all of the state controlled network sections that would likely be utilised by the project during the construction and operations phases

» Road train routes are unavailable in SEQ from Brisbane to Toowoomba; this restricts the use of the Warrego Highway from Brisbane to Toowoomba for these vehicle types. Type 1 routes commence west of Toowoomba then out to Roma and north to Emerald and Clermont.


» The Peak Downs Highway is a Type 1 Road train route from Hazeldean (west of Eton near Mackay) to the intersection with the Gregory Developmental Road north of Clermont.

» The Capricorn Highway is a Type 1 Road train route from Rockhampton to Emerald.

2.3.2 Higher Mass Limits

From August 2010 changes to the higher mass limits policy now allow operators to apply for additional higher mass limits access on routes that are not already approved as a road train or B-double route as previously required (Figures 2.14 to 2.18 illustrate the HML routes). When operating at higher mass limits, operators must ensure that the higher mass limit route is approved for their particular vehicle combination, in particular:

» Road trains operating at higher mass limit weights can only operate on approved road train routes as per the multi-combination approved routes with any conditions being applied to the route having to be adhered to.

» B-doubles operating at higher mass limit weights can only operate on approved road train and B-double routes as per the multi-combination approved routes with any conditions being applied to the route having to be adhered to.

Queensland has a policy that allows vehicles fitted with road-friendly suspension to carry more freight on routes that are capable of accepting higher masses. Higher mass limits (HML) were first introduced to Queensland on 2 July 1999. Initially, the scheme was limited to the former national highway system and connecting 23m and 25m B-double routes within a radial distance of 500m. In December 2002, the Queensland Government introduced a policy framework that allowed extensions based upon agreement from the road asset owner.

The Intelligent Access Program (IAP) is now available for vehicles operating at higher mass limits. This national program provides heavy vehicles with improved access to the Australian road network in return for monitoring compliance with specific access conditions. This is done by installing vehicle telematics in participating vehicles which includes a combination of global positioning systems, in-vehicle sensors, and additional communication technology. Enrolment in IAP is a mandatory requirement for HML.

2.3.3 Expansion of the higher mass limits network

» The Queensland and Commonwealth Governments have entered into a Bilateral Infrastructure Agreement (BIFA) in accordance with the AusLink program. The agreement encourages a staged rollout of extensions to the existing higher-mass-limit network in conjunction with additional responsibilities for road transport operators.

» On 1 October 2006, the Queensland Government expanded the number of higher-mass-limit approved routes to meet its obligations under the Australian Government's AusLink program.

» Queensland's current policy for requesting extensions will still apply while Bilateral Infrastructure Agreement obligations for both the Queensland Government and road freight industry are met. Higher-mass-limit routes are approved only after an agreement to use the road has been obtained from the road owner, and the proposal has been endorsed by the Department of Transport and Main Roads.

The key points of relevance to the Carmichael Coal Mine and Rail project are:

» The Federal Highway network is approved for use by Higher Mass Limit (HML) vehicles.

» The Gregory Developmental Road and Peak Downs Highway are not approved for HML vehicles. Should these routes be required to be used by HML a separate application is required for these routes. This will go through to DTMR for their review and is subject to their approval.

» The Flinders Highway from Townsville to Charters Towers is approved for HML vehicles.


Figure 2.9: Multi-Combination Routes in Queensland – Section 3










Figure 2.14: Higher Mass Limits – Queensland’s Major Highway System


Figure 2.15: Approved Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions


Figure 2.16: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions


Figure 2.17: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions Section 10


Figure 2.18: Approve Routes for Higher Mass Limits for Vehicles with Road Friendly Suspensions Section 12

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B14031 Carmichael Coal Mine and Rail Project| Adani Mining Pty Ltd Page | 29

2.4 Public Transport Services

There are no public transport (bus) services within the surrounding communities that support day-to-day travel within each of the local communities apart from the local School Bus Route services.

The school bus route services provide an opportunity for access to the local schools within the region (primary and high schools). Services link to Charters Towers, Clermont, Moranbah, Nebo and Eton (near Mackay). These routes traverse various sections of the Gregory Developmental Road and Peak Downs Highway. Figures 2.19 to 2.28 illustrate the relevant school bus routes. The school bus services occur during the morning period (6am – 8am) and in the afternoon (3 – 5pm). There is therefore the potential for school bus routes and services to overlap and interact with the proposed mine and rail transport movements for the Carmichael Mine and Rail sites over both the construction and operational life of the mine. Given this, it is recommended that all road users relating to the Carmichael project be made aware of the school bus routes as part of an operational plan (Road Use Management Plan (RUMP)) for both the construction and operational phases for the project.

Figure 2.19: Gemini Mountains to Clermont State School – School Bus Route

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Figure 2.20: Mingela to Richmond Hill State School and Charters Towers State High School - School Bus Route

Figure 2.21: Mount Leyshon to Charters Towers State High School - School Bus Route

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Figure 2.22: Coppabella to Moranbah State High School - School Bus Route

Figure 2.23: Villafranca to Moranbah State School - School Bus Route

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Figure 2.24: Nebo to Mirani State High School - School Bus Route

Figure 2.25: South Nebo to Nebo State School - School Bus Route

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Figure 2.26: Eton to Mirani State High School - School Bus Route

Figure 2.27: Cut Creek and Eton to Mirani State High School- School Bus Route

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Figure 2.28: Cut Creek and Brightley to Eton State School - School Bus Route

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3 Development Traffic

3.1 Introduction

The following section outlines the proposed construction and operational phase traffic generation demands. This information has been utilised in the development of the subsequent traffic network assessment section (Section 4) of this report.

In summary, the project’s construction phase is expected to occur over a 3 year period from April 2014 to the March 2017. Operations are also anticipated to commence in parallel with the construction works from 2015 onwards.

Each of the estimated movement categories associated with the construction and operational phases are outlined below. Appendix B also includes particular details in relation to the mine construction and operations activities and how these relate to transport movements across the road network.

3.2 Construction Phase

The anticipated sequence of activity associated with the construction phase is outlined below. It is defined as rail and mine due to the differing location and demands anticipated with each aspect of the proposed development during the construction phase.

The quarry operations and rail camps will function for the period of construction from 2014 to 2016.

3.2.1 Rail and quarries

» Rail construction sequenced over 27 months, just over a 2 year period - Sleepers from Townsville via Gregory Developmental Road to laydown area in 2015 - Rail from Mackay via Peak Downs Highway and Gregory Developmental Road to laydown area in 2015 - Ballast from Borrow 7 quarry using the rail access corridor generally in 2015 - Girders from Mackay via Peak Downs Highway and Gregory Developmental Road to laydown area generally in

2015 - Culverts from Mackay via Peak Downs Highway and Gregory Developmental Road to laydown area in 2014

and 2015 - Concrete Batching Plant movements from the Off-Site Industrial Area, near the Mine site, via the rail

maintenance access road also with possibly some movements from Clermont via the Gregory Developmental Road to the laydown area in 2014 and 2015

- Earthworks, capping and bulk fill hauled within the rail access corridor from the Borrow 7 quarry in 2014 and 2015

» Quarries - Five quarries will be utilised for materials during construction, namely Moray, North Creek, Back Creek,

Borrow 7 and Disney quarries - The majority of the anticipated quarry movements will utilise the dedicated rail maintenance access road to

support the construction work sites - Ballast and earthworks (bulkfill and capping) will be sourced from the Borrow 7 quarry located just west of the

Gregory Developmental Road. These quarry movements will be via the dedicated rail maintenance access road and as such these haulage movements will not be on the local or state controlled road networks.

Table 3.1 below outlines the summary inputs arising on the road network due to the rail construction works.

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Table 3.1: Rail construction key transport movements - Summary

Year Rail construction materials

Rail (25m), Girders, Culverts

From Mackay to the Laydowns Area via the Peak Downs Highway and the Gregory Developmental Road

(B-Doubles and Extendable Trailers)

(Total two way volume per day)

Batching Plant Concrete

From Clermont via the Gregory Developmental Road to the Laydown Area

(Concrete Trucks)


Rail Sleepers

From Townsville via the Flinders Highway and the Gregory Developmental Road to the Laydown Area

(B-Doubles)


2014 4 1 1

2015 8 1 6

Note: The above values are average daily total two-way traffic volumes that are estimated to be required to support the rail construction.

3.2.2 Mine

The mine construction is staggered over various years with some Stages overlapping with subsequent Stages. This parallel nature for construction has been included in the assessment process.

» Stage 1 - 2013 & early 2014: Existing Site Operations - 12 months; not construction rather preparation / planning investigations

» Stage 2 – 2014: Bridge, Road, Airport & Camp Construction and Quarry Development - 6 months

» Stage 3 – late 2014 – late 2016: Bulk Earthworks & Fixed Infrastructure - 24 months

» Stage 4 – early 2015 – early 2016: Level I Mining Plant & Equipment - 12 months

» Stage 5 – early 2016 – early 2017: Level II (Ultra-class) Mining Plant & Equipment - 12 months See also Appendix B for detailed information regarding the anticipated transport movements for the mine construction phase.

3.3 Operations Phase

The operations phase is anticipated to commence from 2015 onwards. The operations phase will be running in parallel with the construction works for a period of about 2 years, including 2015 and 2016.

3.3.1 Rail and quarries

» During the operations phase there are anticipated to be negligible transport movements associated with the operations element for rail once the rail network is operational. These movements will be related to a maintenance function. Those movements that are required will also primarily occur on the dedicated rail maintenance access road. The movements will be to and from the locations subject to maintenance at any one time

» The only quarry that will remain in use post-construction will be the Borrow 7 quarry. These movements will also utilise the dedicated rail maintenance access road. The movements will be to and from the locations subject to maintenance at any one time.

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3.3.2 Mine

» The operational phase will involve a ramp-up in operations for the various elements of infrastructure consistent with mine output ramping up to the 60Mtpa level.

» The coal will be hauled from the Project (Mine) via the rail line and as such the road impacts associated with the development during the operational phase will primarily be limited to movements associated with access to / from the airport for the FIFO workforce (using buses) and movements associated with deliveries to support the day-to-day operation of the Project (Mine) and Project (off-site infrastructure) including the workers accommodation village.

See also Appendix B for detailed information regarding the anticipated transport movements for the mine operations phase.

3.4 Estimated Development Volumes

The estimated daily traffic volumes arising from the anticipated traffic demands during each of the horizon years are presented below in Figures 3.1 to 3.5. These volumes represent the cumulative effects from the Project. It is anticipated that 2015 will be the peak year for the expected impacts from the development. The impact of the rail development activity will be between 2014 and 2015 only. From 2015 the total impacts reduce to those primarily associated with the operational phase rather than the combined construction and operational effects. The development volume results indicate that the two most consistently highly trafficked links will be the section of the Gregory Developmental Road from the Peak Downs Highway to the Carmichael – Elgin Road intersection and also the Carmichael – Elgin Road itself. The development is anticipated to result in a peak contribution in 2015 of up to 260 vehicles per day at the worst location along the Carmichael – Elgin Road with the Gregory Developmental Road worst case location being 226 vehicles per day also in 2015. Section 4 of this report provides more detail in terms of the traffic assessment of the development.

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Figure 3.1: 2014 Estimated Daily Development Traffic Volumes (vehicles per day, total two-way) – Total of Mine and Rail Projects


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Figure 3.6 shows the 2014 development traffic volumes associated with the mining activities only. Figure 3.7 shows the 2014 development traffic for the rail associated traffic volumes only. The mine and rail development traffic volumes in Figure 3.6 and Figure 3.7 combine to the total 2014 development traffic volumes that are shown in Figure 3.1.

Figure 3.6 Estimated 2014 Daily Development Traffic Volumes for Mine Activity Only (vehicles per day, total two-way volumes)

Figure 3.7 Estimated 2014 Daily Development Traffic Volumes for Rail Activity Only (vehicles per day, total two-way volumes)

4 Townsville

Woodstock - Giru Road

4

Flinders Highway

Charters

Towers

12

Mackay

Bowen Developmental Road 7

13

Rail Oxford Downs Sarina Road

163 146 146 82 13

Moranbah 7

Elgin - Carmichael Road 0

70 Kilcummin

Downs Road

70 16

Peak Downs Highway

Clermont

Gregory Developmental Road

54

Emerald

20

To Laydown Areaand Disney Quarry

1 Townsville


1

Flinders Highway

Charters

Towers

1

Mackay


6


6 9 6 6 5

Moranbah 4


11 Kilcummin

Downs Road

16 7

Peak Downs Highway

Clermont


6

Emerald

0


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Figure 3.8 shows the 2015 development traffic volumes associated with the mining activities only. Figure 3.9 shows the 2015 development traffic volumes for the rail activities only. Figure 3.2 is the summation of the total 2015 development traffic volumes for both the mine and rail associated traffic volumes.

From 2016, the rail activities cease, so that all of the development traffic volumes are then associated with the mine activity only.

Figure 3.8: Estimated 2015 Daily Development Traffic Volumes for Mine Activity Only (vehicles per day, total two-way volumes)

Figure 3.9: Estimated 2015 Daily Development Traffic Volumes for Rail Activity Only (vehicles per day, total two-way volumes

12 Townsville


12

Flinders Highway

Charters

Towers

47

Mackay


48


255 238 238 173 48

Moranbah 8

Elgin - Carmichael Road 5.71

127 Kilcummin

Downs Road

127 45

Peak Downs Highway

Clermont


81

Emerald

5


6 Townsville


6

Flinders Highway

Charters

Towers

6

Mackay


15


6 9 6 6 9

Moranbah 8


15 Kilcummin

Downs Road

20 11

Peak Downs Highway

Clermont


6

Emerald

0


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4 Traffic Network Assessment

4.1 Introduction

An assessment of the combined mine and rail aspects of the project, including the construction and operational effects, has been undertaken. The results of this assessment are outlined below in the following sections.

The context for the assessment is also defined below:

» The future design horizon year for the purposes of the network assessment will be 2024, ie. 10 years from the base year of 2014; this is consistent with GARID.

» The following background traffic growth rates have been adopted for the future design year traffic network analyses: - State controlled roads – 7% pa over the design horizon year. This has been chosen as it is consistent with

other planning and assessment work that has been undertaken to-date for the project and is considered a reasonable estimate given the regional nature of the road network.

- Local (Council) roads – 7% pa over the 10 year design horizon, eg. Carmichael – Elgin Road - The use of a 7% pa growth rate across the network is considered reasonable given existing growth rates in

some locations are slightly higher (8 – 10% pa) and some lower (up to 2 % pa), this is especially the case on the lower order roads. The 7% pa background growth allows for the potential impact of other developments but it is also a reasonably conservative growth rate when the existing network growth rates within the region due to the surrounding mining activities are considered.

» The assessment has been based on a combination of an intersection performance based assessment and link based assessment process as consistent with AustRoads Guidelines.

4.2 Intersection Assessments

The intersections of interest to this project are considered below, namely:

» Gregory Developmental Road / Carmichael Elgin Road intersection

» Gregory Developmental Road / Kilcummin Downs Road intersection

» Gregory Developmental Road / Peak Downs Highway

These intersections have been considered due to the greater than 5% trigger for assessment consistent with DTMR’s GARID process. These are the only intersections that are projected to experience a greater than 5% increase in traffic volume arising from the Project. Please also see Section 4.3 below for further detail in relation to the trigger point assessment.

The intersections of the Gregory Developmental Road / Flinders Highway and Peak Downs Highway / Goonyella Road have not been considered in the assessment even with a greater than 5% exceedance. This is because they only exceed the greater than 5% trigger for a short period of time, ie. during the combined construction and operational phases in 2015 and 2016. The impact on each intersection does not extend over the full ten year horizon beyond 2016. This is considered reasonable given that each intersection already has provision for full width for heavy vehicle turns, including right and left turn lanes, and also full intersection lighting.

Please note that detailed intersection assessments are not required for this assessment. This is consistent with the uninterrupted flow characteristics of each location. DTMR’s Road Planning and Design Manual (RPDM) states that “…it is unnecessary to flare intersection approaches or carry out an intersection analysis when the combinations of major road and minor road volumes are less than those in the table (Table 13.4)…” The anticipated development volumes are expected to effectively operate as an uninterrupted flow case due to the relatively low traffic volumes. Figure 4.1 is an extract from DTMR’s Roads Planning and Design Manual, Chapter 13, and it indicates that detailed traffic assessments are not required for locations with traffic volumes within the thresholds as defined within Table 13.4. Notwithstanding the above each intersection has been reviewed from a safety perspective and commentary provided as to whether it is considered necessary to include separate lanes for left or right turning movements to mitigate any potential safety risks at each location.

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Figure 4.1: Intersection Capacity – Uninterrupted Flow Conditions

(Source: DTMR Roads Planning and Design Manual, Chapter 13, Table 13.4.)

4.2.1 Gregory Development Road/ Carmichael Elgin Road Intersection

Through an assessment of the intersection, and with consideration of the anticipated peak traffic volumes for the worst year of 2015, it can be seen that the peak hour volumes will likely not exceed 55 vehicles per hour on the major road with turning movements from the minor road likely not exceeding 6 vehicles per hour. This generally would translate into the need for DTMR’s basic intersection form of BAR / BAL (see Figure 4.2 below). However, with consideration of traffic safety, particularly relating to the potential level of heavy vehicle usage, it is considered advisable to upgrade this location to DTMR’s CHR(S) / AUL(S) arrangement. These works may be undertaken as part of the Carmichael – Elgin road upgrade works.

Figure 4.2 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Carmichael Elgin Road Intersection

Gregory Development Road / Carmichael Elgin Road Intersection

QM = 55 vph QR, QL = 6 vph

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4.2.2 Gregory Developmental Road / Kilcummin Downs Road intersection

Through an assessment of the intersection, and with consideration of the anticipated peak traffic volumes for the worst year of 2015, it can be seen that the peak hour volumes will likely not exceed 55 vehicles per hour on the major road with turning movements from the minor road likely not exceeding 3 vehicles per hour. This generally would translate into the need for the basic intersection form of BAR / BAL (see Figure 4.2 above). This intersection arrangement is considered adequate for this location because of the short period during which the intersection will experience higher than normal traffic volumes. This period coincides with the construction works and particularly the Rail Camp 1 site located along Kilcummin Downs Road. Given this context the existing basic intersection form BAR / BAL is considered adequate to support the development traffic volumes. Notwithstanding, from a traffic safety perspective it is recommended that “Trucks Turning” signs be installed at this intersection location for the duration of the construction works.

Figure 4.3 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Kilcummin Downs Road Intersection

Gregory Development Road / Kilcummin Downs Road Intersection


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4.2.3 Gregory Developmental Road / Peak Downs Highway

Through an assessment of the intersection, and with consideration of the anticipated peak traffic volumes for the worst year of 2015, it can be seen that the peak hour volumes will likely not exceed 55 vehicles per hour on the major road with turning movements from the minor road likely not exceeding 89 vehicles per hour. This generally would translate into the need for the basic intersection form of BAR / BAL (see Figure 4.2 above). However, the existing intersection arrangement already includes provision for both protected right and left turn movements as part of its existing arrangements and as such no intersection upgrading is required for this location.

Figure 4.4 Turn Warrants for a design speed>=100km/h at Gregory Development Road / Peak Downs Highway

Gregory Development Road / Peak Downs Highway Intersection


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4.3 Road link assessments

DTMR’s greater than 5% increase in traffic volume trigger was used to determine which road links required an assessment. The links that were found to need to be assessed were:

» Gregory Developmental Road (Peak Downs Highway to Flinders Highway, Charters Towers)

» Carmichael – Elgin Road (Gregory Developmental Road to Mine Site)

» Kilcummin Downs Road (Gregory Developmental Road to Rail Camp 1 turnoff)

» Peak Downs Highway (Gregory Developmental Road to Goonyella Road, Moranbah)

Figure 4.5: 2015 Development Volumes (worst case over ten year design period) as a proportion of 2015 Background Traffic Volume (% increases shown)

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Figure 4.6: 2024 Development Volumes (ten year design period) as a proportion of 2024 Background Traffic Volume (% increases shown)

Based on the estimated traffic generated (refer Section 3) by the construction and operational phases estimates of the likely level of impact on the existing road network and its capacity has been undertaken. The results from these analyses are presented below in Table 4.1.

For the purposes of the analyses an estimate of the road capacity for the key impacted road links has been established as well as a comparison with the existing traffic volumes on each impacted road link. This has been undertaken for the worst case year of 2015 (combination of both construction and operational phases) and also for ten years into the future (2024) for the operational phase, consistent with GARID. The capacity calculations are based on the Road Planning and Design Manual, Chapter 5, Traffic Parameters and Human Factors, August 2004. The road type of relevance to this project is a rural two-lane, two-way road (refer Section 5.2.4.4). The roads of interest generally consist of the following cross-sections; rural road, single lane carriageway, generally narrow 1m shoulders, sealed and rural road, single lane carriageway, unsealed. These routes are generally within either flat or undulating terrain with limited steep grade sections.

The road capacity has been estimated based on the Road Planning and Design Manual, Chapter 5, Traffic Parameters and Human Factors, August 2004, Section 5.2.4.4 and Table 5.4. The capacity has been based on an assumed Level of Service (LOS) of C which equates to 800 veh/h total two-way or for the purposes of the assessment 8,000vpd (using a 10% peak to daily factor). For unsealed gravel sections this capacity may reduce to half of this capacity value (refer Capacity Reduction Factors, Section 5.2.4.2). This is only applicable to unsealed sections, this is particularly the case for the existing unsealed Moray – Carmichael Road; although do note for the purposes of the calculations it has been assumed the existing Moray - Carmichael Road will have been upgraded resulting in a higher capacity threshold value of 8,000 vehicles per day.

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Table 4.1: Road link volume and capacity analyses (2015 and 2024), impacted road links

Road Link Base traffic volume (vehicles per day, total two way) – “without the project”

Road Capacity (vehicles per day, total two way)

% used of available road capacity – “without the project”, Base case

% used of available road capacity – “with the project” (worst case volume), With Development

Year 2015

Gregory Developmental Road (Peak Downs Highway to Flinders Highway, Charters Towers)

554 8,000 6.9% 8.8%

Moray – Carmichael Road (Gregory Developmental Road to Mine Site)

23 8,000 0.3% 3.5%

Kilcummin Downs Road (Gregory Developmental Road to Rail Camp 1 turnoff)

86 8,000 1.1% 1.1%

Peak Downs Highway (Gregory Developmental Road to Goonyella Road, Moranbah)

886 8,000 11.1% 11.8%

Year 2024


903 8,000 11.3% 12.4%


37 8,000 0.5% 2.4%


140 8,000 1.8% 1.8%


1443 8,000 18.0% 18.5%

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Based on the above assessment, and the Level of Service threshold levels linked to daily traffic volumes as per Table 4.2 below (see the green highlighted area in Table 4.2), it is expected that under the worst case 2015 development scenario and also the 2024 ten year design horizon the impacted network will continue to function at a Level of Service “A” across all impacted road links.

Table 4.2: Level of Service thresholds (rural roads, level terrain)

Design Hour Volume to AADT

Ratio

Level of Service and Daily traffic Flows

A B C D E

0.10 2,400 4,800 7,900 13,500 22,900

0.11 2,200 4,400 7,200 12,200 20,800

0.12 2,000 4,000 6,600 11,200 19,000

0.13 1,900 3,700 6,100 10,400 17,600

0.14 1,700 3,400 5,700 9,600 16,300

0.15 1,600 3,200 5,300 9,000 15,200

Source: AustRoads (1988) Guide to Traffic Engineering Practice, Part 2: Roadway Capacity, Table 3.9, from TRB Highway Capacity Manual (1985) Table 8.10.

4.4 Scenario Test of Additional +10 year Assessment

For beyond 2024, an additional 10 year assessment has been undertaken. The extended assessment looks 10 years beyond 2024, to the year 2034. The additional 10 year projection assumes a background traffic growth rate of 7% pa growth over the period. Other projects that may possibly result in other impacts and may contribute to background traffic growth are:

» Macmines Austasia – China Stone Project

» Resolve Coal – Hyde Park Coal Project

» Comet Ridge – ATP743P & ATP744P

» QER (Queensland Energy Resources) – ATP1044P

The development traffic volumes in the year 2024 have been applied to each year in the period between the years 2024-2034. No growth in development traffic is expected as the Mine and its associated operations will be at a stable production level.

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Figure 4.7: Estimated Daily Development Traffic Volumes (vehicles per day, total two-way) – for each year between 2024-2034

4.4.1 Intersection Assessments

For each year after 2024, the development traffic at each intersection within the area of the affected traffic network are unlikely to exceed a greater than 5% increase in traffic volume due to the project. This is consistent with the requirements of DTMR’s GARID process. Indeed the impact of the development traffic on each of the intersections within the road network is expected to be minimal for each year in the extended assessment period.

However, notwithstanding the traffic operational impacts at each of the intersections along the Gregory Development Road have been reviewed from a safety perspective and commentary provided as to whether it is considered necessary to include separate lanes for left or right turning movements to mitigate any potential safety risks at each location. From this review it is concluded that consideration should be given to the Gregory Developmental Road / Carmichael Elgin Road having both short left and right turn lanes on the Gregory Developmental Road.

The Gregory Developmental Road / Kilcummin Downs Road intersection has not been considered since it is expected that no development traffic will traverse Kilcummin Downs Road in the 2024-2034 period because all project traffic ceases in this area at the completion of rail construction. It is anticipated that the growth in background traffic volume will increase the through traffic volume along the Gregory Development Road by about 125 vehicles per hour on 2015 volumes. The Gregory Developmental Road / Peak Downs Highway already has short left and right turn lanes. The estimated turning movements from the Peak Downs Highway will likely not exceed 100 vehicles per hour. At this intersection, these demands would generally translate into the need for DTMR’s basic intersection form of CHR / AUL (see Figure 4.8 below). The intersection already satisfies this form.

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The estimated turning movements from Carmichael Elgin Road will likely not exceed 7 vehicles per hour. At this intersection, these demands would generally translate into the need for DTMR’s basic intersection form of BAR / BAL (see Figure 4.8 below). However, with consideration of traffic safety, particularly relating to the potential level of heavy vehicle usage, it is recommended for this locations to consist of DTMR’s CHR(S) / AUL(S) arrangements as per the findings of the initial 10 year development assessment period.

Figure 4.8 Turn Warrants for a design speed>=100km/h

4.4.2 Road link assessments

Consistent with the road link assessment process undertaken in previous Section 4.3, the likely level of impact on the existing road network and its capacity has also been determined for both 2024 and 2034 years. The results from these analyses are presented below in Table 4.3.

The capacity calculations are based on the Road Planning and Design Manual, Chapter 5, Traffic Parameters and Human Factors, August 2004. The road type of relevance to this project is a rural two-lane, two-way road (refer Section 5.2.4.4). The roads of interest generally consist of the following cross-sections; rural road, single lane carriageway, generally narrow 1m shoulders, sealed and rural road, single lane carriageway, unsealed. These routes are generally within either flat or undulating terrain with limited steep grade sections.

The road capacity has been estimated based on the Road Planning and Design Manual, Chapter 5, Traffic Parameters and Human Factors, August 2004, Section 5.2.4.4 and Table 5.4. The capacity has been based on an assumed Level of Service (LOS) of C which equates to 800 veh/h total two-way or for the purposes of the assessment 8,000vpd (using a 10% peak to daily factor). For unsealed gravel sections this capacity may reduce to half of this capacity value (refer Capacity Reduction Factors, Section 5.2.4.2). This is only applicable to unsealed sections, this is particularly the case for the existing unsealed Moray – Carmichael Road; although do note for the purposes of the calculations it has been assumed the existing Moray - Carmichael Road will have been upgraded resulting in a higher capacity threshold value of 8,000 vehicles per day.

The road link assessment in Table 4.3, and the Level of Service threshold levels linked to daily traffic volumes as per Table 4.4 below, shows that it is expected that under the 2024 development scenario and the 2034 extended design horizon the impacted network will continue to function at a Level of Service “A” across all impacted road links, with

GDR / Peak Downs Highway Assessment period 2034 QM max = 178 vph QR, QL max = 100 vph

GDR / Carmichael Elgin Road Assessment period 2034 QM max = 178 vph QR, QL max = 7 vph

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the exception of the Peak Downs Highway which is anticipated to function at worst as a Level of Service “B” assuming no corridor widening.

Table 4.3 Road link volume and capacity analyses (2024 and 2034), impacted road links

Road Link Base traffic volume (vehicles per day, total two way) – “without the project”

Road Capacity (vehicles per day, total two way)

% used of available road capacity – “without the project”, Base case

% used of available road capacity – “with the project” (worst case volume), With Development

Year 2024


903 8,000 11.3% 12.4%


37 8,000 0.5% 2.4%


140 8,000 1.8% 1.8%


1,443 8,000 18.0% 18.5%

Year 2034


1,776 8,000 22.2% 23.3%


73 8,000 0.9% 3.3%


275 8,000 3.4% 3.4%


2,839 8,000 35.5% 36.0%

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Table 4.4: Level of Service thresholds (rural roads, level terrain)

Design Hour Volume to AADT

Ratio

Level of Service and Daily traffic Flows

A B C D E

0.10 2,400 4,800 7,900 13,500 22,900

0.11 2,200 4,400 7,200 12,200 20,800

0.12 2,000 4,000 6,600 11,200 19,000

0.13 1,900 3,700 6,100 10,400 17,600

0.14 1,700 3,400 5,700 9,600 16,300

0.15 1,600 3,200 5,300 9,000 15,200

Source: AustRoads (1988) Guide to Traffic Engineering Practice, Part 2: Roadway Capacity, Table 3.9, from TRB Highway Capacity Manual (1985) Table 8.10.

4.5 FIFO Arrangements and the Transport Impact at Source Locations

It is estimated that the project (mine and rail) will reach peak workforce in 2016 with more than 4,000 staff as a result of some overlap between construction and operation workforce (see Figure 4.9 below).

Figure 4.9 Total Anticipated Project Workforce

(Source: Carmichael Coal Mine and Rail Project SEIS Appendix D, Report for Revised Social Impact Assessment, Figure 18, 29 October 2013)

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Due to the remoteness of the project, FIFO will be a key operating principle primarily due to the large distances that would otherwise be required to be travelled on the regional road network by workers to / from the various work sites.

Both construction and operation workforces are intended to be source from major population centres on the east coast of Queensland. The final locations for FIFO operations will be determined during the recruitment phase following contractor selection. This is anticipated to occur within the next six to twelve months.

Based on similar projects in Queensland, the FIFO construction workers would be collected from one or more population centres on the east coast of Queensland and flown to the proposed airstrip adjacent to the mine site.

This may mean that FIFO construction workers reside at these various population centres or nearby to the nominated points, or will travel from their place of residence, expected to be close by the departure points (maximum travel distances will apply), to this point to commence travel to the mine. The impact of this travel on the transport network for the FIFO arrangement is considered to be minor.

Optimal collection points will be determined after full consideration of:

» Skilled workforce availability in the immediate vicinity of airports

» Airport capacity and flight schedule performance

» Surrounding infrastructure such as public transport and parking

» Training facilities to ensure long term efficient and reliable transit for workers.

Adani is developing a Workforce Management Strategy which will manage workforce sources in coordination with relevant agencies. Key stakeholders include:

» Workers

» Training and recruitment providers

» DETE

» FIFO Coordinators from potential source communities in Queensland – Cairns, Gold Coast and Wide Bay

» DATSIMA

» QPS

» Health services providers

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5 Transport Infrastructure Impact Assessment

5.1 Introduction

The following chapter outlines the outcomes and process undertaken to understand the key infrastructure impacts that may be considered for upgrading arising from the anticipated transport demands.

5.2 Pavement Impact Assessment

5.2.1 Assessment process and assumptions

A pavement impact assessment has been undertaken for this project consistent with DTMR’s requirements as defined within GARID. GARID requires those routes that have the potential for an increase in ESA’s (Equivalent Standard Axles) beyond 5% over existing ESA’s without the development be subject to analyses.

The process that was utilised in the calculation of the potential pavement impacts has been based on a DTMR standardised spreadsheet calculation process. For the purposes of this report this assessment has only been undertaken for the state controlled road network as other processes and agreements are being pursued in relation to any of the impacted local government roads within the area of interest for this project, for example, the Carmichael – Elgin Road Link (connecting the Mine site and the Gregory Developmental Road).

The pavement impact assessment has considered both the construction and operational phases for all components of the project including the mine, workers accommodation (camps), airport, quarries and rail. The assessment utilises the transport demand data as defined previously within Section 3 – Development Traffic.

The pavement impact assessment has utilised the latest available pavement (seal width, roughness data) and AADT data as supplied by DTMR (Mackay / Whitsunday and Northern (Townsville) Regions). However, do note that despite this being the latest available data it is understood that Transport and Main Roads are currently undertaking or have recently finalised upgrade works along the Gregory Developmental Road between Belyando Crossing and the Flinders Highway. The estimate for the pavement impact is therefore considered to be a conservative estimate and as such these works should be considered by Transport and Main Roads during discussions with Adani in terms of any contribution arrangement.

For the purposes of the assessment the standard key assumption set has been adopted. These are considered to be a reasonable basis for this assessment. Some of the key quantitative assumptions have been:

» Roughness increase of 3 counts per year

» Terminal roughness of 120 NRM

» HV (Heavy vehicle) growth rate (for background traffic) of 3% as a constant for all road sections

» ESA’s / HV at 3.2 ESA’s / HV for all road sections

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The analysis process divided up the various road sections into consistent road sections based on:

» construction standard (based on nominal seal width consistent over lengths greater than 1km and rounded to the nearest metre)

» present (background) traffic volumes (AADT)

» development traffic loadings (consistent with Section 3 – Development Traffic).

Each lane of each road section was assessed separately, ie. loaded and unloaded directions were nominated for the purposes of the calculations. Also, each lane of a two-way road section is assumed to have the same roughness.

Do note that for Kilcummin Diamond Downs Road there is a section of about 55km that is unsealed. This section of road will only be utilised during the construction phases for a limited period in 2015 and 2016. It could be that during the construction phase of the project, one maintenance cycle may be required along the unsealed section of Kilcummin Diamond Downs Road.

5.2.2 Pavement impact assessment outcomes

The results from the pavement impact analyses are presented and discussed below. It is estimated that an impact of about 1,313,334 ESA’s will occur over the 10 year development period. For the scenario test 10 years further beyond 2024, the estimated number of ESA’s increases to 3,081,689 for the 20 year period starting in 2014. The results are presented in Table 5.1 expressed in terms of the reduce pavement life arising from the development demands over the 20 year period for the key road sections impacted by the development.

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Table 5.1 Pavement Impact Analysis Outcomes – Pavement Life Impacts due to Development Traffic by Major Road Link

Road Road Name Transport and Road Sections

No. Main Roads Region To From

14A Min Max Average Min Max Average

14A Flinders Highw ay Northern (Tow nsville) Tow nsville - Charters Tow ers 0.6 2.1 1.8 0 0.1 0.1

14B Gregory Development Road Northern (Tow nsville) Charters Tow ers - Disney Quarry/Laydow n Area 4.4 12 8 0.3 0.9 0.6

98B Gregory Development Road Northern (Tow nsville) Disney Quarry/Laydow n Area - Elig-Carmichael Road 8.5 10.9 9.7 0.6 0.8 0.7

98A Gregory Development Road Mackay / Whitsundays Clermont - Elign-Carmichael Road 18.9 33.3 22.7 1.8 3 2.1

33A Peak Dow ns Highw ay Mackay / Whitsundays Clermont - Moranbah 1.4 6.5 4.4 0.1 0.5 0.4

33B Peak Dow ns Highw ay Mackay / Whitsundays Moranbah - Mackay 0.1 0.7 0.4 0 0 0

5309 Kilcummin-Diamond Dow ns Road Mackay / Whitsundays Kilcummin Dow ns Road 2.4 3.3 2.9 0.3 0.4 0.4

Reduced Pvt Life (%) Reduced Pvt Life (%)


For each link in 2014, the number of ESA’s which triggered an increase in over 5% of ESA’s impact without the development are shown in Figure 5.4. The Gregory Developmental Road is the link along which the pavement impacts are estimated to be highest in 2014, particularly north of the intersection with the Peak Downs Highway. Nearly 56% of the total impact the first year of the proposed development can be attributed to the section of the Gregory Developmental Road north of the Peak Downs Highway. The majority of the traffic volumes north of the Peak Downs Highway in 2014 are estimated to be generated by the Stage II Mine Development.

Similarly in 2015, the greatest pavement impact is estimated to be along the Gregory Developmental Road between Clermont and Charters Towers. For each link in 2015, the pavement impact ESA’s are shown in Figure 5.5.

Figure 5.1: Pavement Impacts for 2014

Figure 5.2: Pavement Impacts for 2015

Costs Contributions in 2014 (all construction)

Townsville

Legend: -

Pavement Impact (ESA's) Woodstock - Giru Road

Flinders Highway

Charters

Towers

5,471 Mackay

Bowen Developmental Road

Disney Quarry

Oxford Downs Sarina Road

Rail 17,112 4,672

Mine Moranbah

Elgin - Carmichael Road -

Kilcummin

Downs Road

53,561

Gregory Developmental Road Peak Downs Highway 14,103

Clermont

Townsville

Legend: 27,993

Pavement Impact (ESA's) Woodstock - Giru Road

Flinders Highway

Charters

Towers

27,993

Mackay

Disney Quarry/ Laydown area


Rail 38,509 Rail Oxford Downs Sarina Road

Mine MoranbahElgin - Carmichael Road 4,672 -

Kilcummin

Downs Road

96,819


Clermont


The ESA’s pavement impact for the periods years 1-5 and years 1-10 are shown in Figures 5.6 and 5.7. The Rail project finishes at the end of 2015, and as a result the pavement impacts are expected to arise from the mining activities only from 2016 (year 3) onwards. The largest ESA impact is expected to be along the Gregory Developmental Road, south of Elgin- Carmichael Road and north of the intersection with the Peak Downs Highway. The majority of the total traffic volume generated from year 3 onwards are vehicles are associated with the Mine Development Stages of the project.

Figure 5.3: Pavement Impacts for Years 1-5

Figure 5.4: Pavement Impacts for Years 1-10

Townsville

53,007


Legend:

Pavement Impact (ESA's) Flinders Highway

Charters

Towers

84,183

Mackay

Disney Quarry/ Laydown area


Rail 101,283 Rail Oxford Downs Sarina Road

Mine MoranbahElgin - Carmichael Road 9,344 -

Kilcummin

Downs Road

307,936


Clermont

Townsville


Legend: 158,198

Pavement Impact (ESA's) Flinders Highway

Charters

Towers

194,856

Disney Quarry / Laydown area Mackay


211,957

Rail

0

Mine Moranbah

9,344

Kilcummin

Downs Road

562,404


Clermont


Figure 5.9 and Figure 5.10 show the proportions of the total pavement impacts that are attributable to the Mine and Rail construction phases, as well as the Mine operational phase from year 2 onwards.

Figure 5.5: Year 1 Pavement Impact (Number of ESA’s)

Figure 5.6: Year 2 Pavement Impact (Number of ESA’s)


Overall, the majority of the pavement impacts are attributable to the operation of the Mine. The Rail project is attributable to less than 5% of the total pavement ESA’s impact over the 10 year period. Figures 5.11 and 5.12 show that for years 1-5 and years 1-10 respectively, the majority of the pavement impacts arise because of the Mining activity.

Figure 5.7: Years 1-5 Pavement Impacts (Number of ESA’s)

Figure 5.8: Years 1-10 Pavement Impacts (Number of ESA’s)

RAIL CONSTRUCTION11%

RAIL PRODUCTION0%

MINE CONSTRUCTION

47%

MINE PRODUCTION42%

Yrs 1-5 ESA Contribution

RAIL CONSTRUCTION 10% RAIL PRODUCTION

0%

MINE CONSTRUCTION

14%

MINE PRODUCTION76%

Yr 1-10 ESA Contribution


5.3 Infrastructure Impact Assessment

As part of the transport assessment process a review of key infrastructure items was undertaken. Included as part of this process was the conduct of a site visit and sourcing of relevant information from Transport and Main Roads in relation to the existing infrastructure within the area of interest. From this review process it was determined that the following infrastructure items be considered as part of Adani’s discussions with Transport and Main Roads in terms of the potentially impacted road infrastructure:

Upgrading the Miclere Creek Bridge along the Gregory Developmental Road

This bridge is a narrow bridge and is the only remaining narrow bridge location along the length of the Gregory Developmental Road. The bridge is located about 20km north of the intersection with the Peak Downs Highway. Figures 5.13, 5.14 and 5.15 show the existing bridge arrangement. This bridge location presents potential safety risk as it requires traffic to give-way along a relatively high speed road section.

Figure 5.9: Miclere Creek Bridge (Gregory Developmental Road) – photo taken looking north. Note Give-Way signage, narrow bridge in background and wider pavement for stopping away from the bridge section


Figure 5.10: Miclere Creek Bridge (Gregory Developmental Road) – photo taken looking north. Note Give-Way linemarking and narrow bridge with guardrail very close to the carriageway

Figure 5.11: Miclere Creek Bridge (Gregory Developmental Road) Plan Drawing for General Arrangements


Review of Cape River Bridge and Causeway

North of Belyando Crossing at the Cape River an existing bridge and causeway traverse the Cape River. The Cape River leads downstream into the Burdekin River and dam and is about 108km south of Charters Towers. Consideration may need to be given to this crossing in terms of its all weather reliability.

The photo shown as Figure 5.16 illustrates the existing arrangement from a site visit with Figure 5.17 being Transport and Main Roads’ drawing of the general arrangements for the bridge structure (bridge construction circa 1967).

Figure 5.12: Cape River Crossing Causeway and Bridge, photo taking looking south from the northern bank on the Gregory Developmental Road. Note river height marker in the foreground. The bridge section is in the background before the rise on the southern bank.


Figure 5.13: Cape River Crossing Causeway and Bridge General Arrangement Drawing

The above items are also then supplemented by those items that have been defined as likely requiring improvement based on the traffic operations and safety assessment reported in the other sections of the report. These items are also defined in Section 6 of this report and include:

» Upgrade the existing Carmichael – Elgin Road to become a sealed, single lane carriageway so as to provide a trafficable road under most rain event conditions and minimise the risk of closure. Intersections with the upgraded Carmichael – Elgin Road are recommended to be BAR / BAL as a minimum, although consideration may be given to upgrading particular locations to CHR(S)/AUL(S) if during the design process it is found relatively poor levels of sight distance will be achieved. This is to minimise the safety risk to road users at these locations particularly given the mix of heavy vehicles across the impacted network.

» Upgrade the existing Carmichael – Elgin Road / Gregory Developmental Road intersection – as part of the upgrade works for the Carmichael – Elgin Road it is recommended that the existing GDR intersection be upgraded to include protected right turn and left movements at this intersection. This is recommended to ensure the safe operation of the TMR intersection into the future, this is particularly given the mix of heavy vehicles anticipated to use this intersection during construction and operations of the Carmichael Coal Mine and Rail project.

» Signage at the Gregory Developmental Road / Kilcummin Downs Road – it is recommended that during the course of the construction period (2014 and 2015), including the life of the Rail Camp 1, “Trucks Turning” signage be installed at the intersection so as to advise road users of the potential for heavy vehicles to be negotiating this intersection. This is recommended for safety reasons rather than a capacity requirement.

» Upgrade Kilcummin Downs Road / Rail Camp 1 Site access – it is recommended that the proposed site access location be upgraded to allow for a protected right turn into the site access. This is to minimise the safety risk to road users at this location particularly given the mix of heavy vehicles across the impacted network.

» Signage located at the intersection of the Peak Downs Highway with the Gregory Developmental Road and also north of the proposed Disney Quarry along the Gregory Developmental Road to advise motorists of the construction activities along this road section


Road Lighting Assessment

A preliminary road lighting assessment has been undertaken as per the warrants set out in RPDM Chapter 17, Section 17.5, Warrants for Main Roads Public Lighting. Refer Figure 5.14 below that shows the traffic volumes for the Gregory Development / Carmichael Elgin Road intersection. Note that it is expected that the growth in background traffic may result in the intersection requiring road lighting Category V5 by 2034.

Figure 5.14 Warrants for Consideration of Main Roads Public Lighting

Generally the provision of lighting along routes is not required if the traffic volume (AADT) does not exceed 10,000 vehicles per day. In addition to the warrants above, lighting should however be considered at intersections with channelisation, or at the location of interchanges along major routes. Given these criteria it is recommended that as part of detail design, lighting may be required at the Gregory Developmental Road / Carmichael Elgin Road intersection.

The Gregory Developmental Road / Flinders Highway and the Gregory Developmental Road / Peak Downs Highway intersection already have road lighting in place. The intersection of Gregory Developmental Road / Kilcummin Downs Road does not achieve the warrants in Figure 5.14, either in terms of traffic demand or channelisation, and as such it does not require road lighting.

2015 Gregory Development Road / Carmichael Elgin Road




6 Other Impacts and Issues

6.1 Noise

The noise impacts and commentary extracts identified in the following section has been derived from the EIS, Volumes 2 and 3, Section 9, Noise and Vibration.

The noise assessment as part of the EIS focussed on the Moray – Carmichael Road corridor. Information does not exist for the other road corridors such as the Gregory Developmental Road or Peak Downs Highway. Notwithstanding, given the frontage development along each of these corridors, particularly of a residential nature, this is considered to be acceptable especially given the anticipated low increase in daily traffic volume (from both an absolute and percentage basis) over each of these road corridors.

DTMR’s Road Traffic Noise Management: Code of Practice (2007) provides guidance for the assessment of road traffic noise. It states that the traffic noise level of an existing state controlled road should not exceed LA10(18hr) 68 dB(A) assessed one metre in front of the most exposed part of an affected noise sensitive place.

The Project (Mine) has the potential to generate traffic on roads near sensitive receptors such as local homesteads and the mine workers accommodation village once the Project (mine) is operational.

The Project (Mine) will use standard construction equipment, general trade equipment and specialised equipment as required. The construction works will consist of the Project (mine) site itself. Impacts to the road network are unlikely to be due to road construction of the upgraded Moray – Carmichael Road from its intersection with the Gregory Developmental Road.

The land use surrounding the Project (mine) area is rural in nature with a limited number of possible sensitive receptors. The potential sensitive receptors included in the noise assessment are defined below in Table 6.1.

Table 6.1: Potential Sensitive Receptors

Potential Sensitive Receptor

Easting Northing Approximate Distance from Nearest Operational Noise Source (m)

Description/ Comment

1 437661 7572108 2,800 Commercial/ industrial precinct

2 447799 7569804 6,100 Workers accommodation village

3 453157 7544999 7,800 Bygana Homestead

4 450080 7541530 4,800 Lignum Homestead

5 446973 7530251 11,800 Mellaluka Homestead

6 422016 7559462 7,100 Doongmabulla Homestead

7 406412 7571007 16,900 Carmichael Homestead

(GHD: 2012)

Impacts are anticipated as part of the various construction and operational phases as outlined below.

Civil Works Traffic

Construction activities including civil works such as earthworks, drainage construction, pile driving and equipment use, and the Project (mine) construction have the potential to adversely impact on noise sensitive receptors through disturbance to sleep, social activities and / or work activities and disturbance of livestock and native fauna.

The peak construction noise levels for day time works are predicted to be less than 10dB(A) at all receptors except at sensitive receptors 3 and 4 where the noise levels are expected to range between 12 and 24dB(A) and 25 to 37dB(A) respectively. The predicted construction noise levels are well under the 55dB(A) WHO criteria at all sensitive receptors.


Construction Traffic

The main traffic that will be generated through the construction phase will be from plant, equipment and material deliveries. Potential traffic generated noise would be highest at noise monitoring Receptor 7 (Carmichael Homestead). The estimated traffic generated noise at this location was approximately 12 dB(A) below the DTMR criteria of 68 dB(A)L10,18hr. As such the potential impacts of traffic generated noise are expected to fall within the DTMR criteria at all sensitive receptors

Operations Traffic

Traffic generation due to the operation of the mine is expected to occur on the re-aligned Moray Carmichael Road accessing the Gregory Developmental Road. Whilst the detailed design of the final road alignment is to be determined, realignment is only likely to have an impact in the vicinity of Receptor 2 (Workers Accommodation Village) as the other receptors are not in proximity to the Moray Carmichael Road along the proposed haulage routes.

Potential traffic generated noise is predicted highest at Receptor 7 (Carmichael Homestead). The estimated traffic generated noise at this location was approximately 9 dB(A) below the DTMR criteria of 68 dB(A)L10,18hr. As such the potential impacts of traffic generated noise are expected to fall within the DTMR criteria at all sensitive receptors.

Given the relatively low projected traffic volumes, traffic noise is predicted to be below the relevant DTMR criteria at the nearest sensitive receptor or monitoring location.

6.2 Flooding Assessment

The flooding assessment work as part of the Project has understood to have focussed on the internal mine area and the key external road network element, ie. the Moray – Carmichael Road corridor. Information does not exist for the other road corridors such as the Gregory Developmental Road or Peak Downs Highway. Notwithstanding, given that there is no proposal to change the alignment or other physical features of the other roadways this is considered to be acceptable especially given the anticipated low increase in daily traffic volume (from both an absolute and percentage basis) over each of these road corridors.

The flooding impacts identified in the following section have been derived from the Carmichael Mine Road Upgrade Detailed Design – Detailed Design Report, 8 February 2013.

There are three stream gauging stations located within the Belyando River basin. Details of these gauging stations are provided in Table 6.2.

Table 6.2: Stream Gauging Stations

Location Station Period of Record

Length of Record (Years)

Catchment Area (km²)

Unit discharge (m³/s/km²)

Belyando River at Mt. Douglas 120301A 1949 - 1975 26 35,471 0.12

Mistake Creek at Charlton 120306A 1968 – 1993 25 2,583 0.29

Mistake Creek at Twin Hills 120309A 1976 - present 35 8,048 0.08

The Belyando Anabranch, Belyando River and Moray Anabranch crossings are part of a flat, braided and complicated catchment.

A unit discharge of less than 0.25 m³/s/km² indicates that a stream gauge is not recording data correctly or that an upstream water storage is affecting the results. The unit discharges of gauges 120301A and 120309A fall below this threshold and the gauges were deemed unfit for use in flood frequency analysis.

The key finding from the hydraulic assessment work for the Moray – Carmichael Road corridor is that an ARI 1 immunity of all crossings of the Moray – Carmichael Road is expected to results in an AATC or no more than 3 days.


Upgrading the major crossings at Mistake Creek, the Belyando Anabranch, Belyando River and Moray Anabranch to an ARI 2 will decrease the AATC to 1 day or less.

For other waterway crossings beyond the Carmichael-Elgin Road, for example along the Gregory Developmental Road at Cape River, consideration may be given to remote sensing flood monitoring technology to provide the community with real-time information on the condition of these major crossings.

6.3 Hazard and Risk Assessment

The potential hazards and risks arising from roads and traffic related to the projects construction and operational phases have been identified in the EIS, Volume 2, Chapter 12 – Hazard and Risk and Volume 3, Chapter 12 – Hazard and Risk. The key findings are as defined below.

6.3.1 Hazard Identification

Transport of hazardous substances constitutes on and off site Project (Mine) activities and form a part of the risk assessment. The routes from Townsville via the Flinders Highway and Gregory Development Road and Mackay via the Peak Downs Highway, Suttor Developmental Road, Bowen Developmental Road and Gregory Developmental Road are anticipated to be utilised as the haulage route for hazardous substances, consumables and machinery.

There will be light vehicle movements at the workers accommodation village, including food transport, linen laundering, fuel supplies, waste management contractors and maintenance servicemen.

Diesel trucks will be utilised during both the construction and operations phases.

Trucks carrying explosives will also traverse the Peak Downs Highway and Gregory Developmental Road. The explosives contactor will be responsible for transport, storage, handling and use of explosives.

Increased heavy vehicle traffic from the project along public transport corridors, including school bus corridors, presents a potential safety risk. Although an assessment of traffic volumes indicates that volumes are within the capacity of the roads, increased traffic volumes associated with the Project do have a minor potential to increase the likelihood of traffic crashes.

The Project (rail) will cross dedicated public road reserves (constructed and unconstructed) and private (farm) trails, and stock crossings which may impact on the operation of those networks.

6.3.2 Mitigation and Management

Transportation of hazardous substances will comply with the Australian Code for Transport of Dangerous Goods by Road and Rail 7th edition (ADG Code).

Each crossing location has been assessed to determine whether the respective individual crossing should be retained or closed, and in the case of the retained crossings, to identify the appropriate treatment option, which may include separation (rail under road or rail over road), at-grade active control, at-grade passive control or road realignment.

Traffic management issues will be addressed through the preparation and implementation of construction and operation Traffic Management Plans. These will be developed during the detailed design phase. The Traffic Management Plans will be developed in consultation with the Department of Transport and Main Roads, police and local authorities. Initiatives to be undertaken as part of the development and execution of Traffic Management Plans are included in Volume 4 Appendix W Mine Transport Assessment and Rail Transport Report at Volume 4, Appendix AG. The Project will comply with the requirements under the Department of Transport and Main Roads (DTMR), namely the Road Planning and Design Manual, DTMR Manual of Uniform Traffic Control Devices, Austroads Guide to Traffic Management and particularly for the rail elements Australian Rail Track Corporation Level Crossings – Configuration Standards.


6.4 Cumulative Impacts

The potential cumulative negative impacts on roads, traffic and safety have been identified in the EIS, Volume 1, Chapter 8 – Cumulative Impacts and the impacts are expected to include:

» traffic disruption along the Gregory Developmental Road, Peak Downs Highway (from Mackay) and the Flinders Highway (from Townsville) during construction,

» increased traffic during mine operations on the Gregory Developmental Road, including safety of tourist traffic not familiar with large heavy vehicles on narrow roads,

» increased maintenance requirements on local and state roads as a result of mine construction and Operation,

» delays to traffic, including emergency services as a result of level crossings along the rail corridor,

» the construction of level crossings along the route may result in potential conflicts between rail and road traffic that will need to be managed by installing appropriate safety warning measures. These level crossings may result in delays to emergency services, school bus routes, stock movements (vehicle and foot), and local traffic.

The peak traffic generation during the construction phase of the Project is likely to be associated with the transporting of plant, equipment and material deliveries. The main traffic generated through the operation phase will be from plant, equipment and material deliveries. This traffic is anticipated to impact the Flinders Highway and Gregory Developmental Road. The State road network will be cumulatively impacted from the construction and operation of multiple mines and rail lines concurrently. The estimated traffic generated by the Project (Mine and rail construction and operations) is likely to exceed the threshold of a five per cent increase in annual average daily traffic along sections of the Gregory Developmental Road, Peak Downs Highway and Moray – Carmichael Road, see Section 4.3. Adani will consult with Department of Transport and Main Roads (DTMR) to establish how these impacts should be managed and to identify agreed mitigation measures. It is expected that other proponents will be having similar discussions which will enable DTMR to identify appropriate measures to mitigate cumulative road transport impacts.


7 Mitigation Measures

7.1 Introduction

From the traffic assessment that has been undertaken it can be concluded that various traffic management measures, both infrastructure and non-infrastructure, will be required to support the proposed Project.

The proposed mitigation measures are outlined below and these measures are intended to ameliorate the various impacts that are anticipated from the Project.

7.2 Traffic

» Agree a negotiated pavement rehabilitation and maintenance contribution framework for the duration of the project with Transport and Main Roads consistent with the outcomes defined within Chapter 5 Transport infrastructure impact assessment. In consultation with Transport and Main Roads consideration is also be given to the possible upgrading of the Miclere Creek Bridge and the Cape River Crossing located along the Gregory Developmental Road.

» Agree and prepare a Road Use Management Plan (RMP) in conjunction with Transport and Main Roads so as to allow the safe and effective management of all road users whilst minimising any potential impacts on the community during both the construction and operational phases of the project.

» Upgrade the existing Carmichael – Elgin Road to become a sealed, single lane carriageway so as to provide a trafficable road under most rain event conditions and minimise the risk of closure. The intersection forms with Carmichael – Elgin Road should be BAR / BAL as a minimum although consideration may be given to upgrading particular locations to CHR(S)/AUL(S) if during the design process it is found relatively poor levels of sight distance will be achieved. This is to minimise the safety risk to road users at these locations particularly given the mix of heavy vehicles across the impacted network.

» Upgrade the existing Carmichael – Elgin Road / Gregory Developmental Road intersection – as part of the upgrade works for the Carmichael – Elgin Road it is recommended that the existing intersection be upgraded to include protected right turn and left movements at this intersection. This is recommended to ensure the safe operation of the intersection into the future.



» Signage located at the intersection of the Peak Downs Highway with the Gregory Developmental Road and also north of the proposed Disney Quarry along the Gregory Developmental Road to advise motorists of the construction activities along this road section.


» A bus fleet will be required to support both the construction and operational phases of the project. The buses will primarily transport the workforce to / from the Airport(s) (FIFO) and each work site.

» Road lighting (Category V5) be considered for the Gregory Developmental Road / Carmichael-Elgin Road intersection.

7.3 Noise

No mitigation measures are recommended because the anticipated noise levels will meet the DTMR guidelines (see also section 5.1).


7.4 Flooding

Various options have been considered for the development of the Moray – Carmichael Road corridor to mitigate the impacts of flooding events (PB: 2013). These options include:

» Realignment 1 – North of existing Back Creek crossings

» Realignment 2 - East of Mistake Creek to meet up with Twin Hills Road

» Realignment 3 - North of existing alignment to meet with existing crossing area at Moray Anabranch

» Realignment 4 – South of existing crossing at Moray Anabranch

» Realignment 5 - South of North Creek and the proposed rail alignment and through the mining lease

From the flooding and staging assessment that has been undertaken for the Moray – Carmichael Road corridor it has been found that the option that is both the lowest capital and net present cost includes realignments 2, 4 and 5. This results in the shortest final stretch of road so will also result in the lowest cost for long term maintenance and fastest travel time from Gregory Developmental Road to the Project (mine) site. It is recommended that this alignment is used in the finalisation of the preliminary design.

For other waterway crossings beyond the Carmichael-Elgin Road, for example along the Gregory Developmental Road at Cape River, consideration may be given to remote sensing flood monitoring technology to provide the community with real-time information on the condition of these major crossings.


8 Conclusions and Recommendations

From the traffic assessment that has been undertaken it can be concluded that:

» The key road links that are anticipated to be impacted with traffic volumes greater than 5% (consistent with GARID requirements) are the Peak Downs Highway (Moranbah to the Gregory Developmental Road), Gregory Developmental Road (from the Peak Downs Highway to the Laydown Area and Disney Quarry) and the Moray Carmichael Road.

» If considered only from a traffic capacity perspective there are likely to be limited intersection impacts. However, to achieve safety improvements it is recommended that upgrades be considered at major intersections, in particular the Gregory Developmental Road / Moray Elgin Road intersection so that all movements are protected turns consistent with DTMR’s CHR(S)/AUL(S) arrangements.

The proposed mitigation measures to address any anticipated deficiencies are defined below:

» Agree a negotiated pavement rehabilitation and maintenance contribution framework and cost allocation for the duration of the project with Transport and Main Roads consistent with the outcomes defined within Chapter 5 Transport infrastructure impact assessment. In consultation with Transport and Main Roads consideration is also to be given to the possible upgrading of the Miclere Creek Bridge and the Cape River Crossing located along the Gregory Developmental Road.

» Agree and prepare a Road Use Management Plan (RMP), in conjunction with Transport and Main Roads, so as to allow the safe and effective management of all road users whilst minimising any potential impacts on the community during both the construction and operational phases of the project.

» Upgrade the existing Carmichael – Elgin Road to become a sealed, single lane carriageway so as to provide a trafficable road under most rain event conditions and minimise the risk of closure. The intersection forms with Carmichael – Elgin Road should be DTMR BAR / BAL as a minimum although consideration may be given to upgrading particular locations to DTMR CHR(S)/AUL(S) if during the design process it is found relatively poor levels of sight distance will be achieved. This is to minimise the safety risk to road users at these locations particularly given the mix of heavy vehicles across the impacted network.

» Upgrade the existing Carmichael – Elgin Road / Gregory Developmental Road intersection – as part of the upgrade works for the Carmichael – Elgin Road it is recommended that the existing intersection be upgraded to include protected right turn and left movements at this intersection. This is recommended to ensure the safe operation of the intersection into the future.



» Signage located at the intersection of the Peak Downs Highway with the Gregory Developmental Road and also north of the proposed Disney Quarry along the Gregory Developmental Road to advise motorists of the construction activities along this road section.


» A bus fleet will be required to support both the construction and operational phases of the project. The buses will primarily transport the workforce to / from the Airport(s) (FIFO) and to each work site.

» For other waterway crossings beyond the Carmichael-Elgin Road, for example along the Gregory Developmental Road at Cape River, consideration may be given to remote sensing flood monitoring technology to provide the community with real-time information on the condition of these major crossings.

» Road lighting (Category V5) be considered for the Gregory Developmental Road / Carmichael-Elgin Road intersection.

Page | 1

Appendices

Appendices

Page | 1 B14031 Carmichael Coal Mine and Rail Project| Adani Mining Pty Ltd

Appendix A References


Appendix A: References

» AustRoads, 1988, Guide to Traffic Engineering Practice, Part 2: Roadway Capacity

» Cardno, 2012, Adani Rail/Mining Camp, Transport Statement – Mine Camp, October 2012. Report for Adani Mining Pty Ltd

» Cardno, 2012, Adani Rail/Mining Camp, Transport Statement – Camp 1, October 2012. Report for Adani Mining Pty Ltd

» Cardno, 2012, Adani Rail/Mining Camp, Transport Statement – Camp 2, November 2012. Report for Adani Mining Pty Ltd

» Cardno, 2012, Adani Rail/Mining Camp, Transport Statement – Camp 3, October 2012. Report for Adani Mining Pty Ltd

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 1, Chapter 8 – Cumulative Impacts. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 2, Chapter 6 – Water Resources. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 2, Chapter 9 – Noise and Vibration. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 2, Chapter 11 – Transport. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 2, Chapter 12 – Hazard and Risk. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 3, Chapter 6 – Water Resources. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 3, Chapter 9 – Noise and Vibration. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 3, Chapter 11 – Transport. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 3, Chapter 12 – Hazard and Risk. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 4, Appendix AG Rail Transport Assessment. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 4, Appendix W Mine Transport Assessment. Report for Adani Mining Pty Ltd.

» GHD, 2013, Carmichael Coal Mine and Rail Project, Environmental Impact Statement (EIS) – Volume 4, Appendix W Mine Transport Assessment. Report for Adani Mining Pty Ltd.

» GHD, 2012, Report for Carmichael Coal Mine and Rail Project, Land Use, 20 September 2012. Report for Adani Mining Pty Ltd.

» Parsons Brinckerhoff, 2013, Carmichael Mine Road Upgrade Detailed Design, Detailed Design Report, 8 February 2013. Report for Adani Mining Pty Ltd.

» Queensland Transport and Main Roads (2006), Guidelines for Assessment of Road Impacts of Development (GARID), The State of Queensland (Department of Main Roads)

» Queensland Transport and Main Roads (2006), Road Planning and Design Manual (RPDM) – Intersections at Grade (Chapter 13), Department of Main Roads

» Queensland Transport and Main Roads (2013), Multi-combination routes and zones in Queensland: Retrieved 17th July 2013 from http://www.tmr.qld.gov.au/business-industry/Heavy-vehicles/Multi-combination-vehicles/Maps/

» Queensland Transport and Main Roads (2013), Queensland state-controlled roads and region maps: Retrieved 12th January 2013 from http://www.tmr.qld.gov.au/~/media/Travelandtransport/Maps%20and%20guides/Queensland%20maps/Queensland%20region%20maps/


» TTM, 2013, Carmichael Coal Mine Project, Back Creek Quarry Proposal, Traffic Engineering Report, April 2013. Report for Adani Mining Pty Ltd.

» TTM, 2013, Carmichael Coal Mine Project, Borrow 7 Quarry Proposal, Traffic Engineering Report, April 2013. Report for Adani Mining Pty Ltd.

» TTM, 2013, Carmichael Coal Mine Project, Disney Quarry Proposal, Traffic Engineering Report, April 2013. Report for Adani Mining Pty Ltd.

» TTM, 2013, Carmichael Coal Mine Project, Moray Pit Quarry Proposal, Traffic Engineering Report, April 2013. Report for Adani Mining Pty Ltd.

» TTM, 2013, Carmichael Coal Mine Project, North Creek Quarry Proposal, Traffic Engineering Report, April 2013. Report for Adani Mining Pty Ltd.


Appendix B Key Mine Development Data Inputs – Summary » Mine Development Inputs (Construction and operations)

» Rail Development Inputs (Construction)

» Estimated Traffic Volumes and Key Development Inputs

Summary of logistics by Mine Stage (linked to year) and by routeFrom Townsville From Charters Towers From Brisbane From Emerald From Mackay From Moranbah From Clermont From Rockhampton

via GDR north via GDR north via Warrego Hwy, Carnarvon, GDR south via GDR south via Peak Downs, GDR south via Peak Downs, GDR south via GDR south via GDR south

# trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day

Mine Construction and Operations Phases (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way) (one way)

Stage I - [Apr 2013 - Mar 2014] - Existing Site Operations - 12 months 18.00 0.05 557.00 1.53 2.00 0.01 687.00 1.88 0.00 0.00 557.00 1.53 16.00 0.09 0.00 0.00

Stage II - [Apr 2014 - Sep 2014] - Bridge, Road, Airport & Camp Construction and Quarry Development - 6 months 58.00 0.32 802.67 4.41 1857.00 10.20 1246.67 6.85 32.00 0.18 802.67 4.41 49.00 0.27 0.00 0.00

(note for 6 month period the trips pa value is actually for the 6 month period only for this Stage II)

Stage III - [Oct 2014 - Sep 2016] - Bulk Earthworks & Fixed Infrastructure - 24 months 1864.00 2.59 1779.33 9.44 1195.50 1.64 2689.33 13.45 140.00 0.19 1779.33 9.44 742.00 2.03 0.00 0.00

Stage IV - [Apr 2015 - Mar 2016] - Level I Mining Plant & Equipment - 12 months 764.00 2.09 2920.00 8.00 279.00 0.76 4797.00 13.14 156.00 0.43 3308.00 9.06 0.00 0.00 52.00 0.14

Stage V - [Apr 2016 - Mar 2017] - Level II (Ultraclass) Mining Plant & Equipment - 12 months 1218.00 3.34 2920.00 8.00 173.00 0.47 4797.00 13.14 283.00 0.78 3561.00 9.76 0.00 0.00 52.00 0.14

Year 10, 2024 Mining Plant & Equipment - 12 months 3422.00 9.38 2920.00 8.00 252.00 0.69 5162.00 14.14 1194.00 3.27 5278.00 14.46 0.00 0.00 52.00 0.14

Project Logistics Breakdown From Townsville From Brisbane From Emerald From Mackay From Moranbah From Charters Towers From Clermont From Rockhampton

via GDR north via Warrego Hwy, Carnarvon, GDR south via GDR south via Peak Downs, GDR south via Peak Downs, GDR south via GDR north via GDR south via GDR south

# trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day # trips pa # trips per day

Item Description Suppliers Source Locations Transport Routes Typical Transports Frequency Total Volume Comments vehicle type (one way) (one way) vehicle type (one way) (one way) vehicle type (one way) (one way) vehicle type (one way) (one way) vehicle type (one way) (one way) vehicle type (one way) (one way) vehicle type (one way) (one way) (one way) (one way)

Stage I - [Apr 2013 - Mar 2014] - Existing Site Operations - 12 months

General

1 Fuel Shell Townsville (Port)Southern Port Rd - Stuart Bypass - Flinders Hwy - Gregory

Developmental Rd25m B Double - CML - 50kL 1.5 / month

12 full loads, approx

900kL

25m B Double - CML -

50kL 18 0.05

2 Lubricants & Chemicals (DG) Shell Brisbane

Ipswich Mwy - Warrego Hwy - Carnarvon Hwy - Dawson Hwy

- Gregory Hwy - Peak Downs Hwy - Gregory Developmental

Rd

See item 4 "Parts & Consumables" belowSee item 4 "Parts &

Consumables" below

See item 4 "Parts &

Consumables" belowConsolidated with item 4 in Emerald (Toll/NQX)

3 Plant & Equipment Various Various Generally via Emerald, Moranbah or Charters Towers Std 2/3/4 Axle Rigid Trucks see 192 0.53 see 192 0.53 see 192 0.53

6 Axle Semitrailer / Truck & Quad Dog

25m B Double

Prime Mover & 4x4 Float

4 Parts & Consumables Various Emerald Gregory Hwy - Peak Downs Hwy - Gregory Developmental

Road

6 Axle Semitrailer / Truck & Quad Dog 1 / fortnight 26 loads 6 Axle Semitrailer /

Truck & Quad Dog 26 0.07

Various Brisbane



RdB Double - 25m CML - approx 35t payload max

Intermittent 2 loads

B Double -

25m CML -

approx 35t

payload max 2 0.01

5 Camp Catering Cater Care EmeraldGregory Hwy - Peak Downs Hwy - Gregory Developmental

RoadStd 3 Axle Rigid Trucks 1 / week 52 loads

Std 3 Axle Rigid

Trucks 52 0.14

6 Potable Water Belyando Produce ClermontPeak Downs Hwy - Gregory Developmental Road

25m B Double - CML - 50kL As required 3 loads Minimum should be required25m B Double -

CML - 50kL 3 0.06

7 Construction / Other Water N/A N/A N/A N/A N/A N/A Using water already on site

8 Construction (Quarry) Materials N/A N/A N/A N/A N/A N/A Using materials already on site

9 Concrete Clermont Concrete ClermontPeak Downs Hwy - Gregory Developmental Road

Std 3 & 4 Axle Rigid Trucks 10 / year 75 cubic metresStd 3 & 4 Axle Rigid

Trucks 10 0.03

10 Cranes Clermont Cranes ClermontPeak Downs Hwy - Gregory Developmental Road

20-25t Franna Crane 3 / year 3 movements20-25t Franna

Crane 3 0.01

11 Light Vehicles Various Various Generally via Emerald, Moranbah or Charters Towers Up to 4.5t GVM 3 / day 1095 visits Up to 4.5t GVM 365 1 Up to 4.5t GVM 365 1 Up to 4.5t GVM 365 1

12 Waste Disposal JJ Richards EmeraldGregory Hwy - Peak Downs Hwy - Gregory Developmental

RoadStd 3 Axle Rigid Trucks 1 / week 52 loads

Std 3 Axle Rigid

Trucks 52 0.14

TOTALS 18 0.05 2 0.01 687 1.88 0 0.00 557 1.53 557 1.53 16 0.09 0 0.00

Stage II - [Apr 2014 - Sep 2014] - Bridge, Road, Airport & Camp Construction and Quarry Development - 6 months

General # trips 6 months # trips 6 months # trips 6 months # trips 6 months # trips 6 months # trips 6 months # trips 6 months


Developmental Rd25m B Double - CML - 50kL 2 / week 52 full loads / 2.6mL

25m B Double - CML -

50kL 52 0.29




Rd

See item 4 "Parts & Consumables" belowSee item 4 "Parts &

Consumables" below

See item 4 "Parts &

Consumables" belowConsolidated with item 4 in Emerald (Toll/NQX)

3 Plant & Equipment Various Various Generally via Emerald, Moranbah or Charters Towers Std 2/3/4 Axle Rigid Trucks 1 / day 180 loads Support vehicles & deliveriesStd 2/3/4 Axle Rigid

Trucks 60.7 0.33

Std 2/3/4 Axle

Rigid Trucks 60.7 0.33

Std 2/3/4 Axle

Rigid Trucks 60.7 0.33

6 Axle Semitrailer / Truck & Quad Dog 1 / week 26 loads6 Axle Semitrailer /

Truck & Quad Dog 8.7 0.05

6 Axle Semitrailer /

Truck & Quad Dog 8.7 0.05

6 Axle Semitrailer

/ Truck & Quad

Dog 8.7 0.05

25m B Double 1 / fortnight 13 loads 25m B Double 4.3 0.02 25m B Double 4.3 0.02 25m B Double 4.3 0.02

Type 1 Road Train - 36.5m CML As required 3 loads Type 1 Road Train -

36.5m CML 1.0 0.01

Type 1 Road Train -

36.5m CML 1.0 0.01

Type 1 Road Train

- 36.5m CML 1.0 0.01

Prime Mover, 2x4 Dolly & 4x4 Float As required 24 loads Prime Mover, 2x4

Dolly & 4x4 Float 8.0 0.04

Prime Mover, 2x4


Prime Mover, 2x4


Various Brisbane





B Double -

25m CML -

approx 35t

payload max 3 0.02

4 Parts & Consumables Various Emerald Gregory Hwy - Peak Downs Hwy - Gregory Developmental

Road B Double - 25m CML - approx 35t payload max

1 / week 26 loads

B Double - 25m CML

- approx 35t

payload max 26 0.14

Various Brisbane





B Double -

25m CML -

approx 35t

payload max 6 0.03

Various EmeraldGregory Hwy - Peak Downs Hwy - Gregory Developmental

RoadStd 2 Axle Rigid Truck 1 / day 182 loads

Std 2 Axle Rigid

Truck 182 1


RoadStd 3 Axle Rigid Trucks 2/ week 52 loads

Std 3 Axle Rigid

Trucks 52 0.29

6 Potable Water Belyando Produce ClermontPeak Downs Hwy - Gregory Developmental Road

25m B Double - CML - 50kL As required 5 loads25m B Double -

CML - 50kL 5 0.03

7 Construction/Other Water N/A N/A N/A N/A N/A N/A Using water already on site

8 Construction (Quarry) Materials

9 Concrete Not Known Clermont

Peak Downs Hwy - Gregory Developmental Road B Double - 25m CML - approx 35t payload max

4 / 3 months 8 loads / 280t

B Double - 25m

CML - approx 35t

payload max 8 0.04

B Double - 25m CML - approx 35t payload max

6 / month 36 loads / 1260t

B Double - 25m

CML - approx 35t

payload max 36 0.20

10 Cranes Not Known Emerald Gregory Hwy - Peak Downs Hwy - Gregory Developmental

Road

Up to 100t mobiles - 2x4 Dolly & 4x4 Float As required 4 movements Cranes will be available on site (i.e. minimal movements to/from site)

Up to 100t mobiles -

2x4 Dolly & 4x4

Float 4 0.02

11 Light Vehicles Various Various Generally via Emerald, Moranbah or Charters Towers Up to 4.5t GVM 12 / day 2160 visits Up to 4.5t GVM 720 3.96 Up to 4.5t GVM 720 3.96 Up to 4.5t GVM 720 3.96


RoadStd 3 Axle Rigid Trucks 1 / day 180 loads

Std 3 Axle Rigid

Trucks 180 0.99

Project Specific

A Piling Equipment Not Known MackayBruce Hwy - Peak Downs Hwy - Gregory Developmental Rd

Prime Mover, 2x4 Dolly & 4x4 Float 2 only 4 loads Oversize loadsPrime Mover, 2x4 Dolly

& 4x4 Float 2 0.01

B Bridge Beams Not Known MackayBruce Hwy - Peak Downs Hwy - Gregory Developmental Rd

6 Axle Extendable Semitrailer 5 / month 30 loads / 60 beams 15m long extendable trailers6 Axle Extendable

Semitrailer 30 0.16

C Bridge Decking Not Known MackayBruce Hwy - Peak Downs Hwy - Gregory Developmental Rd

With item B "Bridge Beams" aboveWith item B "Bridge

Beams" above

With item B "Bridge

Beams" aboveWith item B "Bridge

Beams" above

D Concrete Culverts & Pipes Humes TownsvilleIngham Road - Bruce Hwy - Stuart Bypass - Flinders Hwy -

Gregory Developmental RdB Double - 25m CML - approx 35t payload max

1 / month 6 loads / 30 culverts

B Double - 25m CML -

approx 35t payload

max 6 0.03

E Accommodation Modules ATCO Brisbane



Rd

Drop deck

extendable

trailers 1183 6.50

FOther Modules (Mess, STP/WTP

etc.)ATCO Brisbane



Rd

Standard 12m

Semi-Trailer 665 3.65

TOTALS 58 0.32 1857 10.20 1247 6.85 32 0.18 803 4.41 803 4.41 49 0.27 0 0.00

Stage III - [Oct 2014 - Sep 2016] - Bulk Earthworks & Fixed Infrastructure - 24 months

General


Developmental RdType 2 Road Train - 53.5m CML - 95kL 2 / 3 days 475 full loads / 45mL Additional to operations logistics requirements

Type 2 Road Train -

53.5m CML - 95kL 303 0.41




Rd

B Double - 25m CML - 35kL/35t payload (av) 1 / month 24 loads / 840kL Additional to operations logistics requirements


35kL/35t payload

(av) 24 0.07

3 Plant & Equipment Generally via Emerald, Moranbah or Charters Towers Std 2/3/4 Axle Rigid Trucks 1 / day 730 loads Support vehicles & deliveriesStd 2/3/4 Axle Rigid

Trucks 243 0.33

Std 2/3/4 Axle

Rigid Trucks 243 0.33

Std 2/3/4 Axle

Rigid Trucks 243 0.33

6 Axle Semitrailer / Truck & Quad Dog Intermittent 48 loads6 Axle Semitrailer /


6 Axle Semitrailer /


6 Axle Semitrailer

/ Truck & Quad

Dog 16 0.02

25m B Double Intermittent 24 loads 25m B Double 8 0.01 25m B Double 8 0.01 25m B Double 8 0.01

Type 1 Road Train - 36.5m CML Intermittent 12 loads Type 1 Road Train -

36.5m CML 4 0.01

Type 1 Road Train -

36.5m CML 4 0.01

Type 1 Road Train

- 36.5m CML 4 0.01

Prime Mover, 4x4 Float Only Intermittent 80 loads All oversize but under 3.5mPrime Mover, 4x4

Float Only 27 0.04

Prime Mover, 4x4

Float Only 27 0.04

Prime Mover, 4x4

Float Only 27 0.04

Prime Mover, 2x4 Dolly & 4x4 Float Intermittent 36 loads All oversize but under 3.5m Prime Mover, 2x4

Dolly & 4x4 Float 12 0.02

Prime Mover, 2x4


Prime Mover, 2x4


Prime Mover, 2x8 Dolly & 4x8 Platform Intermittent 40 loads All oversize but under 5.5m

Prime Mover, 2x8

Dolly & 4x8

Platform 13 0.02

Prime Mover, 2x8

Dolly & 4x8

Platform 13 0.02

Prime Mover, 2x8

Dolly & 4x8

Platform 13 0.02

4 Parts & Consumables Various EmeraldGregory Hwy - Peak Downs Hwy - Gregory Developmental

Road 6 Axle Semitrailer1 / day 180 loads First 6 months only - then refer operations logistics

6 Axle Semitrailer 180 1.00 6 Axle Semitrailer 1.00 6 Axle Semitrailer 1.00

Various Brisbane




Intermittent 24 loads Additional to operations logistics requirements

B Double -

25m CML -

approx 35t

payload max 24 0.03


Road6 Axle Semitrailer 2 / day 360 loads First 6 months only - then refer operations logistics

6 Axle Semitrailer 360 2

6 Potable Water N/A N/A N/A N/A N/A N/A Local water source

7 Construction/Other Water N/A N/A N/A N/A N/A N/A Using water already on site

8 Construction (Quarry) Materials

9 Concrete Not Known Clermont

Peak Downs Hwy - Gregory Developmental Road B Double - 25m CML - approx 35t payload max

1 / 2 days 385 loads / 13455t

B Double - 25m

CML - approx 35t

payload max 274 0.75

Type 2 Road Train - 53.5m CML - approx 67t payload max

9 / week 937 loads / 62790t

Type 2 Road Train -

53.5m CML -

approx 67t payload

max 468 1.28

10 Cranes Not Known EmeraldGregory Hwy - Peak Downs Hwy - Gregory Developmental

Road

Up to 350t mobile & 350t crawler cranes - 2x8 Dolly & 4x8

PlatformAs required 6 movements Cranes will be available on site (i.e. minimal movements to/from site)

Up to 350t mobile

& 350t crawler

cranes - 2x8 Dolly &

4x8 Platform 6 0.01

11 Light Vehicles Various Various Generally via Emerald, Moranbah or Charters Towers Up to 4.5t GVM 24 / day 4320 visits First 6 months only - then refer operations logistics Up to 4.5t GVM 1456 8 Up to 4.5t GVM 1456 8 Up to 4.5t GVM 1456 8


RoadStd 3 Axle Rigid Trucks 2 / day 360 loads

Recycling and hazardous waste only, other waste managed on site -

first 6 months only - then refer operations logistics

Std 3 Axle Rigid

Trucks 364 2

Project Specific

AEquipment - e.g. Pumps, Motors,

Gen SetsNot Known Brisbane



Rd

25m B Double 1 / 2 days 700 loads / 16800t

25m B Double 547.5 0.75

BStructural & Reinforcing Steel - Posts

& Beams etc.Not Known Townsville

Southern Port Rd - Stuart Bypass - Flinders Hwy - Gregory

Developmental RdType 2 Road Train - 53.5m 1 / day 600 loads / 12000t

Type 2 Road Train -

53.5m 730 1

C Office Modules & Dongas etc. Not Known Brisbane



Rd

6 Axle Extendable Semitrailer 1 / month 24 modules

6 Axle

Extendable

Semitrailer 24 0.03

D Containerised Cargo Not Known TownsvilleSouthern Port Rd - Stuart Bypass - Flinders Hwy - Gregory

Developmental RdType 2 Road Train - 53.5m 1 / 2 days 700 loads / 25200t

Type 2 Road Train -

53.5m 547.5 0.75

E Fixed Plant Modules Not Known Mackay

Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd

25m B Double / Drop Deck / 4x4 Float / 4x8 Float 2 / week 200 loads / 4000t

25m B Double / Drop

Deck / 4x4 Float / 4x8

Float 104 0.14

F Electrical Cable Not Known MackayBruce Hwy - Peak Downs Hwy - Gregory Developmental Rd

25m B Double 1 / 2 months 12 loads / 400t25m B Double 36 0.05

G Power Poles Not Known TownsvilleSouthern Port Rd - Stuart Bypass - Flinders Hwy - Gregory

Developmental Rd6 Axle Extendable Semitrailer 5 / 2 weeks 260 loads / 4630t 20m long extendable trailers

6 Axle Extendable

Semitrailer 260 0.36

H Pipework Not Known Brisbane



Rd

25m B Double 2 / 3 days 500 loads / 12000t

25m B Double 600 0.82

TOTALS 1864 2.59 1196 1.64 2689 13.45 140 0.19 1779 9.44 1779 9.44 742 2.03 0 0.00

Stage IV - [Apr 2015 - Mar 2016] - Level I Mining Plant & Equipment - 12 months

Portabatch on site, raw materials only

Varies - approx 3-4 units

per drilling rig mobilised

including the rig itself

Up to 48 units of all

types

Access Road Usage

Refer attached schedules for 500 man multiples to build required size

Refer separate documentation

Refer separate documentation

Portabatch on site, raw materials only - based on 700 cubic metres of

concrete

General

1 Fuel Shell Townsville (Port)


Developmental Rd Type 2 Road Train - 53.5m CML - 95kL payload 55184kL 581

Type 2 Road Train -

53.5m CML - 95kL

payload 581 1.59

2 ANFO Dyno Moranbah

Goonyella Road - Peak Downs Hwy - Gregory Developmental

Road AB Triple - 36.5m CML - 67t payload 25979t 388

AB Triple - 36.5m

CML - 67t payload 388 1.06

3 Plant & Equipment - Hastings Deering Mackay

Caterpillar Dr - Farrellys Rd - Bruce Hwy - Peak Downs Hwy -

Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52


approx 35t payload max 52 0.14

Components & Parts Hitachi Emerald

Gregory Hwy - Peak Downs Hwy - Gregory Developmental

Road B Double - 25m CML - approx 35t payload max Weekly 52

B Double - 25m CML

- approx 35t

payload max 52 0.14

Liebherr Mackay

Southgate Dr - Farrellys Rd - Bruce Hwy - Peak Downs Hwy -




4 Tyres Bridgestone Townsville


Developmental Rd Type 2 Road Train - 53.5m CML - approx 67t payload max 240 27

Type 2 Road Train -

53.5m CML - approx

67t payload max 27 0.07

5 General Consumables Various Emerald


Road Type 1 Road Train - 36.5m CML - approx 45t payload max Daily 365

Type 1 Road Train -

36.5m CML - approx

45t payload max 365 1

Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52



Rockhampton

Bruce Hwy - Capricorn Hwy - Gregory Hwy - Gregory

Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52

B Double -

25m CML -

approx 35t

payload max 52 0.14

Townsville Bruce Hwy - Flinders Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52


approx 35t payload

max 52 0.14

Brisbane



Rd B Double - 25m CML - approx 35t payload max Weekly 52

B Double -

25m CML -

approx 35t

payload max 52 0.14

6 Construction Materials Various Owned or Council Pits See Quarry assessment information

7 Magnetite Martin & Robson Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max 0 0


approx 35t payload max 0 0

8 Machine Fluids Shell Brisbane

Eagle Farm Rd - Kingsford Smith Dr - Gateway Mwy - Logan

Mwy - Ipswich Mwy - Warrego Hwy - Carnarvon Hwy -

Dawson Hwy - Gregory Hwy - Peak Downs Hwy - Gregory

Developmental Rd B Double - 25m CML - 35kL/35t payload (av) 792kL 23

B Double -

25m CML -

35kL/35t

payload (av) 23 0.06

9 Camp CateringCater Care Emerald


Road6 Axle Semitrailer

2 / Day 730 6 Axle Semitrailer 730 2

10 Light Vehicles Various Various Generally via Emerald, Moranbah or Charters Towers Up to 4.5t GVM 24 / Day 8760 Up to 4.5t GVM 2920 8 Up to 4.5t GVM 2920 8 Up to 4.5t GVM 2920 8

11 Aviation Fuel Shell Townsville (Port)


Developmental Rd Type 2 Road Train - 53.5m CML - 95kL payload 1 / Week 52

Type 2 Road Train -

53.5m CML - 95kL

payload 52 0.14

12 Waste Disposal JJ RichardsEmerald


RoadStd 3 Axle Rigid Trucks

2 / Day 730

Std 3 Axle Rigid

Trucks 730 2

Project Specific

AMining Equipment - 240t Truck

Payload ClassNot Known Brisbane



Rd

Prime Mover, 2x4 Dolly & 4x4 Float Intermittent 59 loads Refer attached schedulesPrime Mover,

2x4 Dolly &

4x4 Float 59 0.16

Not Known Brisbane



Rd

Prime Mover, 2x8 Dolly & 4x8 Platform Intermittent 14 loads Refer attached schedulesPrime Mover,

2x8 Dolly &

4x8 Platform 14 0.04

Not Known Brisbane



Rd

Prime Mover & 7x8 Platform Intermittent 12 loads Refer attached schedules

Prime Mover

& 7x8

Platform 12 0.03

Not Known Brisbane



Rd


Prime Mover

& 8x8

Platform 30 0.08

Not Known Brisbane



Rd


Prime Mover

& 10x8

Platform 36 0.10

Not Known Brisbane



Rd

Standard Flat Top or Drop Deck Intermittent 17 loads Refer attached schedules

Standard Flat

Top or Drop

Deck 17 0.05

Not Known Brisbane



Rd

Overwidth Flat Top or Drop Deck Intermittent 36 loads Refer attached schedules

Overwidth

Flat Top or

Drop Deck 36 0.10

Not Known TownsvilleSouthern Port Rd - Stuart Bypass - Flinders Hwy - Gregory

Developmental RdOverwidth Flat Top or Drop Deck Intermittent 52 loads Refer attached schedules

Overwidth Flat Top

or Drop Deck 52 0.14

TOTALS 764 2.09 279 0.76 4797 13.14 156 0.43 3308 9.06 2920 8.00 0 0.00 52 0.14

Stage V - [Apr 2016 - Mar 2017] - Level II (Ultraclass) Mining Plant & Equipment - 12 months

General




Type 2 Road Train -

53.5m CML - 95kL

payload 1006 2.76



Road AB Triple - 36.5m CML - 67t payload 42937t 641

AB Triple - 36.5m










B Double - 25m CML

- approx 35t

payload max 52 0.14

Liebherr Mackay








Type 2 Road Train -

53.5m CML - approx




Road Type 1 Road Train - 36.5m CML - approx 45t payload max Daily 365

Type 1 Road Train -

36.5m CML - approx





Rockhampton



B Double -

25m CML -

approx 35t

payload max 52 0.14



approx 35t payload

max 52 0.14

Brisbane




B Double -

25m CML -

approx 35t

payload max 52 0.14

6 Construction Materials Various Owned or Council Pits

7 Magnetite Martin & Robson Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max 2750t 79








B Double -

25m CML -

35kL/35t










Type 2 Road Train -

53.5m CML - 95kL

payload 52 0.14




2 / Day 730

Std 3 Axle Rigid

Trucks 730 2

Project Specific





Rd


2x4 Dolly &

4x4 Float 19 0.05

Not Known Brisbane



Rd


2x8 Dolly &

4x8 Platform 6 0.02

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd Prime Mover & 6x8 Platform Intermittent 16 loads Refer attached schedulesPrime Mover & 6x8

Platform 16 0.04

Not Known Brisbane



Rd


Prime Mover

& 7x8

Platform 3 0.01

Not Known Brisbane



Rd


Prime Mover

& 8x8

Platform 8 0.02

Not Known Brisbane



Rd


Prime Mover

& 10x8

Platform 20 0.05

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd 2 Prime Movers & 16x8 Platform Intermittent 16 loads Refer attached schedules2 Prime Movers & 16x8

Platform 16 0.04

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd 25m B Double Intermittent 16 loads Refer attached schedules25m B Double 16 0.04

Not Known Brisbane



Rd


Standard Flat

Top or Drop

Deck 6 0.02

Not Known Brisbane



Rd


Overwidth

Flat Top or

Drop Deck 22 0.06



Overwidth Flat Top


TOTALS 1218 3.34 173 0.47 4797 13.14 283 0.78 3561 9.76 2920 8.00 0 0.00 52 0.14

MINING PLANT & EQUIPMENT DELIVERIES BEYOND YEAR 2 (2017) / STAGE V ABOVE WILL BE ANNUALLY EQUIVALENT TO LIST IMMEDIATELY ABOVE EVERY YEAR FOR LOGISTICS PURPOSES

Year 10, 2024 Mining Plant & Equipment - 12 months

General




Type 2 Road Train -

53.5m CML - 95kL

payload 3056 8.37



Road AB Triple - 36.5m CML - 67t payload 158001 2358

AB Triple - 36.5m




Gregory Developmental Rd B Double - 25m CML - approx 35t payload max 3 / Week 156






B Double - 25m CML

- approx 35t

payload max 52 0.14

Liebherr Mackay








Type 2 Road Train -

53.5m CML - approx




Road Type 1 Road Train - 36.5m CML - approx 45t payload max 2 / Day 730

Type 1 Road Train -

36.5m CML - approx





Rockhampton



B Double -

25m CML -

approx 35t

payload max 52 0.14



approx 35t payload

max 52 0.14

Brisbane




B Double -

25m CML -

approx 35t

payload max 52 0.14

6 Construction Materials Various Owned or Council Pits

7 Magnetite Martin & Robson Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max 31000t 886








B Double -

25m CML -

35kL/35t










Type 2 Road Train -

53.5m CML - 95kL

payload 104 0.28




2 / Day 730

Std 3 Axle Rigid

Trucks 730 2

Project Specific





Rd


2x4 Dolly &

4x4 Float 19 0.05

Not Known Brisbane



Rd


2x8 Dolly &

4x8 Platform 6 0.02

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd Prime Mover & 6x8 Platform Intermittent 16 loads Refer attached schedulesPrime Mover & 6x8

Platform 16 0.04

Not Known Brisbane



Rd


Prime Mover

& 7x8

Platform 3 0.01

Not Known Brisbane



Rd


Prime Mover

& 8x8

Platform 8 0.02

Not Known Brisbane



Rd


Prime Mover

& 10x8

Platform 20 0.05

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd 2 Prime Movers & 16x8 Platform Intermittent 16 loads Refer attached schedules2 Prime Movers & 16x8

Platform 16 0.04

Not Known Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd 25m B Double Intermittent 16 loads Refer attached schedules25m B Double 16 0.04

Not Known Brisbane



Rd


Standard Flat

Top or Drop

Deck 6 0.02

Not Known Brisbane



Rd


Overwidth

Flat Top or

Drop Deck 22 0.06



Overwidth Flat Top


TOTALS 3422 9.38 252 0.69 5162 14.14 1194 3.27 5278 14.46 2920 8.00 0 0.00 52 0.14

Operations Logistics

2015 and 2024

Item Description Suppliers Source Locations Transport Routes Typical Transports Year 1 2015 Year 2 2016 Year 3 2017 Year 4 2018 Year 5 2019 Year 6 2020 Year 7 2021 Year 8 2022 Year 9 2023 Year 10 2024 Comments

Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds Qty/Freq Ann Lds



Developmental Rd Type 2 Road Train - 53.5m CML - 95kL payload 55184kL 581 95585kL 1006 132065kL 1390 154389kL 1625 187649kL 1975 209414kL 2204 249195kL 2623 269862kL 2841 273055kL 2874 290324kL 3056



Road AB Triple - 36.5m CML - 67t payload 25979t 388 42937t 641 59983t 895 73731t 1100 87177t 1301 101815t 1520 119484t 1783 137654t 2055 140353t 2095 158001 2358



Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 2 / Week 104 2 / Week 104 2 / Week 104 2 / Week 104 3 / Week 156



Road B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52

Liebherr Mackay


Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52



Developmental Rd

Type 2 Road Train - 53.5m CML - approx 67t

payload max 240 27 416 46 591 66 712 79 844 94 961 107 1130 126 1230 137 1254 139 1334 148



Road

Type 1 Road Train - 36.5m CML - approx 45t

payload max Daily 365 Daily 365 Daily 365 Daily 365 Daily 365 Daily 365 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730

Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52

Rockhampton


Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52

Townsville Bruce Hwy - Flinders Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52

Brisbane

Ipswich Mwy - Warrego Hwy - Carnarvon Hwy - Dawson Hwy -

Gregory Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52 Weekly 52

6 Construction Materials Various Owned or Council Pits Refer separate documentation

7 Magnetite Martin & Robson Mackay Bruce Hwy - Peak Downs Hwy - Gregory Developmental Rd B Double - 25m CML - approx 35t payload max 0 0 2750t 79 11000t 314 15000t 429 19000t 543 23000t 657 27000t 771 29000t 829 31000t 886 31000t 886





Developmental Rd B Double - 25m CML - 35kL/35t payload (av) 792kL 23 1290kL 37 1898kL 54 2211kL 63 2618kL 75 2992kL 85 3460kL 99 3750kL 107 3846kL 110 4045kL 116




2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730

10 Light Vehicles Various Various Generally via Emerald, Moranbah or Charters Towers Up to 4.5t GVM 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760 24 / Day 8760



Developmental Rd Type 2 Road Train - 53.5m CML - 95kL payload 1 / Week 52 1 / Week 52 1 / Week 52 1 / Week 52 1 / Week 52 2 / Week 104 2 / Week 104 2 / Week 104 2 / Week 104 2 / Week 104




2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 2 / Day 730 Hazardous goods only, other waste disposed of near site

Total loads pa 12020 12810 13720 14297 14989 15678 16872 17439 17574 18086

Year on year growth rate 6.6 7.1 4.2 4.8 4.6 7.6 3.4 0.8 2.9 year on year growth rate (%pa)

50.5 10 years growth rate (%)

Frequency

Rail Logistics - Construction

Note that there is anticipated to be no impacts on the local or state controlled network by the rail project during the operations (production) phase of the project.

All of the anticipated impacts arising from the rail element of the project are expected to occur during the construction phase.

The sleepers will come into Townsville using B doubles with smaller payload or alternatively use of either triple road train or a road train with increased payload.

The rail from Mackay will be extendable trailers complete with an escort vehicle to handle the 25m rails.

The bulk haul earthworks may use special haul trucks with a capacity of 315 – 350t and these would utilise the rail haul road alongside the SP1 and SP2.

Mackay trips Mackay trips Mackay trips

363 days per year

via Peak Downs (per

month)

via Peak Downs (per

day)

via Peak Downs (per

day)

30.25 days per month (average) AVERAGE USED

Mackay to GDR road

link

Mackay to GDR road

link (total two way

vol)

Mackay to GDR road

link (total two way

vol)

Sleeper Rail : Option 1 (25 m

rail)Ballast Girders SP1 Girders SP2 Girders SP3 Girders Total Culverts SP1 Culverts SP2 Culverts SP3 Culverts Total Batching Plants SP1 Batching Plants SP2

From Townsville Mackay Borrow 7 Mackay Mackay Mackay Mackay Mackay Mackay Mackay Mackay Clermont Clermont

To Construction depot Construction depot Bridge Site Bridge Site Bridge Site Bridge Site Drainage Site Drainage Site Drainage Site Drainage Site Batching Plants Batching Plants

Road

via GDR, Charters

Towers

via Moranbah, Peak

Downs Hwy GDR GDR GDR

via Moranbah, Peak

Downs Hwy GDR GDR GDR

via Moranbah, Peak

Downs Hwy GDR GDR

via GDR Laydown

Area near Rail

via GDR Laydown

Area near Rail

via GDR Laydown

Area near Rail

via GDR Laydown

Area near Rail

truck type Bdouble Extendable Trailers Bdouble Bdouble

Month 1 0 0

Month 2 0 0

Month 3 0 0

Month 4 86 86 86 3 25

Month 5 86 86 86 3 25

Month 6 86 86 86 3 25

Month 7 86 18 103 103 3 25 16

Month 8 8 8 86 18 103 111 4 4 25 16

Month 9 750 86 18 103 103 3 25 16

Month 10 1750 48 8 56 86 18 103 159 5 25 16

Month 11 1750 86 18 103 103 3 25 16

Month 12 364 320 1750 12 16 28 86 18 103 451 15 25 16

Month 13 364 320 1750 8 8 16 86 18 103 439 15 25 16

Month 14 364 320 1750 0 86 18 0 103 423 14 25 16

Month 15 364 320 1750 12 20 32 86 18 0 103 455 15 25 16

Month 16 364 320 1750 36 0 36 86 18 0 103 459 15 25 16

Month 17 364 320 1750 86 18 0 103 423 14 8 25 16

Month 18 364 160 1750 8 12 20 86 18 0 103 283 9 25 16

Month 19 36 8 44 86 18 0 103 147 5 25 16

Month 20 86 18 0 103 103 3 25 16

Month 21 0 0 0 0 0 8

Month 22 0 0 0 0 8

Month 23 0 0 0 0 0 8

Month 24 0 0 0 0 8

Month 25 0 0 0 0 8

Month 26 0 0 0 0 8

Month 27 0 0 0 0 8

Assumptions:

Girders

One 20 m girder per truck from Mackay with no pilot.

Girders will be stockpiled at Mackay Port until specific bridge site is ready for delivery.

Girders will be transported directly to each specific bridge site in the month prior to the proposed bridge completion.

Numbers for SP3 taken from Alpha bridge details.

Culverts

Maximum number of culverts per truck = 18 (9 on main tray and 9 on additional trailer).

Culverts will be delivered directly to each specific drainage structure point.

Total of SP3 culverts based on pro rata of SP1 culverts.

Concrete

Batching rate of 500 cubic metres per batching plant per day

SP1 – 3 batching plants, SP2 – 2 batching plants, SP3 – 2 batching plants

Concrete mix of 450 metres cubed of material (sand, agg and cement) to achieve 500 metres cubed of concrete

Truck capacity of 20 cubic metres or 50 tonne.

Sleeper and Rail

Trailer type Sleepers/ trip 25mRails / trip 20mRails / trip

B Double Trailers 110 sleepers/ trailer 116 (110) -

Extendible trailer 10 rails of 25m lemgth/ trailer 77 (75) 10 16.67

Note 3: Time shown in months is from the start of the project.

Note 4: Port assumed for importation of goods is Mackay. However, this may be changed to Townsville if considered a preferred port.

Note: 1. Figures quoted are for return trips. Above numbers need to be doubled to arrive at one way trips.

Note: 2. Figures quoted above are in relation to the handling of materials only and exclude truck movements required for construction activities or that originating from construction camps.

Track Bridge

Within corridor

through access road

Clermont trips Clermont trips (AVERAGE USED) TOTAL TOTAL (AVERAGE USED) TOTAL TOTAL (AVERAGE USED)

via GDR to Peak Downs Hwy via GDR to Peak Downs Hwy GDR road link from GDR road link from from Townsville via Charters from Townsville via Charters

per day (total two way volume) per day (total two way volume) Peak Downs / GDR to Laydown Peak Downs / GDR to Laydown Towers and GDR Towers and GDR

concrete trucks concrete trucks

(B Doubles, extendable trailers and

concrete Trucks) (total two way

vol)

(B Doubles, extendable trailers and

concrete Trucks) (total two way vol) B Doubles per day (total two way vol) B Doubles per day (total two way vol)

Batching Plants SP3 Batching Plants Total Earthwork Others Bulkfill SP1* Bulkfill SP1*

Clermont Clermont Borrow 7 Borrow 7

Batching Plants Batching Plants

GDR GDR

via GDR Laydown Area

near Rail

Concrete Truck

0 0 0 769 769

0 0 0 769 769

0 0 0 769 769

25 1 4 0 769 769

25 1 4 0 769 769

25 1 4 0 769 769

42 1 5 0 769 769

42 1 1 5 4 0 1 769 769

42 1 5 0 769 769

42 1 7 0 769 769

42 1 5 0 769 769

42 1 16 12 769 769

42 1 16 12

0 42 1 15 12

0 42 1 16 12

0 42 1 17 12

0 42 1 1 15 9 12 6

0 42 1 11 12

0 42 1 6 0

0 42 1 5 0

0 8 0 0 0

0 8 0 0 0

0 8 0 0 0

0 8 0 0 0

0 8 0 0 0

0 8 0 0 0

0 8 0 0 0

Truck Requirements for various construction materials (Two way/ Return trips)

Within corridor

through access road

* assumes triple r

Within corridor through

access road

Bulkfill SP1* Bulkfill Sp2* Capping Sp1* Capping SP2*

Borrow 7 Borrow 7 Borrow 7 Borrow 7

769 2183 4490

769 2183 4490

769 2183 4490

769 2183 4805

769 2183 4805

769 2183 4805

769 371 2183 5264

769 371 2183 5299

769 371 2183 633 6647

769 371 2183 633 7819

769 371 2183 633 7647

769 371 2183 633 8770

371 2183 633 6426

371 2183 633 6377

371 2183 633 6476

371 633 4305

371 633 4217

371 633 3925

371 633 1542

633 1036

633 650

17

17

17

17

17

17

104390

Total

* assumes triple road train (75 tonnes) - requires special permit from main roads

Earthwork


access road


access road

Within corridor

through access road

Within corridor

through access

road

Adani Carmichael Coal

Transport Assessment

Traffic Design and Capacity Standards

The traffic assessment will be based on an assessment against these respective standards

DTMR Roads Planning and Design Manual (RPDM), Chapter 13 EIS transport assessment parameters

Base Network Volumes

Without development

2013volumes are total two-way daily volumes

The volumes below are from DTMR or other reports or sources such as the Isaac Regional Council.

For DTMR based data the volumes have been growthed from 2012 to 2013 based on the traffic growth rate (10 y average).

2418 Townsville


2418

Flinders Highway

Charters

Towers

486

Mackay


486


20 20 20 20 486

Moranbah 4700


(Note the volumes for Elgin - Carmichael Road vary but 486 Kilcummin

a maximum of around 20 vehicles per day is reasonable for the assessment) Downs Road

639 777

Peak Downs Highway

Clermont


2014

Emerald

1535

(To/From Emerald includes trips from Brisbane and

Rockhampton as it assumed they will use the western road

network rather than the coastal (Bruce Highgway) route)

not compounded - linear to be conservative and to balance 7% pa growth rate

0.07

base 2013 base 2015 capacity v/c worst vol 2015 worst v/c 2015 base 2024 worst vol 2024 v/c with dev

gregory developmental road 486 554 8000 0.069 147 0.088 903 85 0.113 0.124

moray - carmichael road 20 23 8000 0.003 260 0.035 37 152 0.005 0.024

kilcummin diamond downs road 75 86 8000 0.011 6 0.011 140 0 0.018 0.018

peak downs highway 777 886 8000 0.111 55 0.118 1443 35 0.180 0.185

Network Volumes

Total estimated development volumes

2014

volumes are total two-way daily volumes

The 2014 scenario is the sum of various datasheets:

- Stage II 2014 mine development

- Airport phase I

- Quarries

- Camps

- Rail construction 2014

Rail Vols = 1

Mine Vols = 4

5 Townsville

Rail Vols = 1

Mine Vols = 4 Woodstock - Giru Road

5

Flinders Highway

Charters

Towers

14

Mackay


19


169 155 152 88 18

Moranbah 11


81 Kilcummin

Downs Road

87 22

Peak Downs Highway

Clermont


63

Emerald

20




To Laydown Area

and Disney Quarry

Network Volumes

Estimated % of 2014 development traffic of base 2014 volumes

2014% of base 2014 volume

base traffic volumes are assumed to grow by 7% pa

7% % pa

1 years growth

not compounded for simple calculation purposes

0.18 Townsville


0.18

Flinders Highway

Charters

Towers

2.61

Mackay

Bowen Developmental Road 0.19

3.68


788.38 724.54 711.19 409.23 3.49

Moranbah 0.21


15.55 Kilcummin

Downs Road

12.67 2.69

Peak Downs Highway

Clermont


2.91

Emerald

1.24




Network Volumes


2015



- Stage III mine development

- Stage IV mine development

- Airport phase I

- Quarries

- Camps

- Rail construction 2015

18 Townsville


18

Flinders Highway

Charters

Towers

53

Mackay


63


260 247 244 179 57

Moranbah 16


142 Kilcummin

Downs Road

147 55

Peak Downs Highway

Clermont


87

Emerald

5




To Laydown Area

and Disney Quarry

Network Volumes




7% % pa

2 years growth


0.67 Townsville


0.67

Flinders Highway

Charters

Towers

9.63

Mackay


11.36


1141.38 1081.45 1068.92 785.50 10.28

Moranbah 0.29


25.56 Kilcummin

Downs Road

20.23 6.26

Peak Downs Highway

Clermont


3.78

Emerald

0.29




To Laydown Area

and Disney Quarry

Network Volumes


2016



- Stage III mine development

- Stage V mine development

- Airport phase II

- Quarries

- Mine Camp only (Rail Camps finish at the end of 2015)

15 Townsville


15

Flinders Highway

Charters

Towers

50

Mackay


50


264 242 242 177 50

Moranbah 8


128 Kilcummin

Downs Road

128 47

Peak Downs Highway

Clermont


78

Emerald

5




To Laydown Area

and Disney Quarry

Network Volumes




7% % pa

3 years growth


0.51 Townsville


0.51

Flinders Highway

Charters

Towers

8.48

Mackay


8.58


1091.94 1000.11 1000.11 733.08 8.58

Moranbah 0.15


21.83 Kilcummin

Downs Road

16.61 4.96

Peak Downs Highway

Clermont


3.19

Emerald

0.24




Network Volumes


2017



- Stage V mine development

- Airport operations only


7 Townsville


7

Flinders Highway

Charters

Towers

23

Mackay


23


123 92 92 92 23

Moranbah 2


69 Kilcummin

Downs Road

69 21

Peak Downs Highway

Clermont


48

Emerald

1




To Laydown Area

and Disney Quarry

Network Volumes




7% % pa

4 years growth


0.23 Townsville


0.23

Flinders Highway

Charters

Towers

3.69

Mackay


3.69


479.25 357.60 357.60 357.60 3.69

Moranbah 0.03


11.02 Kilcummin

Downs Road

8.39 2.12

Peak Downs Highway

Clermont


1.84

Emerald

0.06




Network Volumes


2024



- 2024 mine development

- Airport operations


19 Townsville


19

Flinders Highway

Charters

Towers

35

Mackay


35


152 120 120 120 35

Moranbah 7


85 Kilcummin

Downs Road

85 35

Peak Downs Highway

Clermont


50

Emerald

2




To Laydown Area

and Disney Quarry

Network Volumes




7% % pa

10 years growth


0.46 Townsville


0.46

Flinders Highway

Charters

Towers

4.24

Mackay


4.24


445.85 354.25 354.25 354.25 4.24

Moranbah 0.08


10.34 Kilcummin

Downs Road

7.86 2.69

Peak Downs Highway

Clermont


1.46

Emerald

0.06




To Laydown Area

and Disney Quarry

Network Volumes

Mine development volumes

Stage I 2013

April 2013 - March 2014


0.1 Townsville


0.1

Flinders Highway

Charters

Towers

3.16

Mackay


3.16


10.18 10.18 10.18 10.18 3.16

Moranbah 0


7.02 Kilcummin

Downs Road

7.02 3.06

Peak Downs Highway

Clermont


3.78

Emerald

0.02




Network Volumes


Stage II 2014

April 2014 - Sept 2014


0.64 Townsville


0.64

Flinders Highway

Charters

Towers

9.46

Mackay


9.46


53.28 53.28 53.28 53.28 9.46

Moranbah 0.36


43.82 Kilcummin

Downs Road

43.82 9.18

Peak Downs Highway

Clermont


34.1

Emerald

20.4




Network Volumes


Stage III 2014 - 2016

Oct 2014 - Sept 2016


5.18 Townsville


5.18

Flinders Highway

Charters

Towers

24.06

Mackay


24.06


77.56 77.56 77.56 77.56 24.06

Moranbah 0.38


53.5 Kilcummin

Downs Road

53.5 19.26

Peak Downs Highway

Clermont


30.18

Emerald

3.28




Network Volumes


Stage IV 2015 - 2016

Apr 2015 - Mar 2016


4.18 Townsville


4.18

Flinders Highway

Charters

Towers

20.18

Mackay


20.18


67.24 67.24 67.24 67.24 20.18

Moranbah 0.86


47.06 Kilcummin

Downs Road

47.06 18.98

Peak Downs Highway

Clermont


28.08

Emerald

1.8




Network Volumes


Stage V 2016 - 2017

Apr 2016 - Mar 2017


6.68 Townsville


6.68

Flinders Highway

Charters

Towers

22.68

Mackay


22.68


71.26 71.26 71.26 71.26 22.68

Moranbah 1.56


48.58 Kilcummin

Downs Road

48.58 21.08

Peak Downs Highway

Clermont


27.5

Emerald

1.22




Network Volumes


Year 10

2024


18.76 Townsville


18.76

Flinders Highway

Charters

Towers

34.76

Mackay


34.76


100.16 100.16 100.16 100.16 34.76

Moranbah 6.54


65.4 Kilcummin

Downs Road

65.4 35.46

Peak Downs Highway

Clermont


29.94

Emerald

1.66




Network Volumes

Airport development volumes

Phase 1 - includes construction and operations

April 2014 - Sept 2014


one way

32 trips per week one-way via Elgin Carmichael Rd to Elgin and Moray Quarries 4.6 per day

using a 50t truck

1 45 workers for construction from main mine camp use one bus 1 per day 0.28 Townsville

1 Fuel tanker once per week, assumed from Townsville Port 0.14 per day

Operational activity of 10 inbound and 10 outbound flights per week 2.86 per day

Up to 50 passengers per flight. To mine camp via bus. Woodstock - Giru Road

0.28

Flinders Highway

Charters

Towers

0.28

Mackay


0.28


7.72 9.48 9.48 0.28 0.28

Moranbah 0


0 Kilcummin

Downs Road

0 0

Peak Downs Highway

Clermont


0

Emerald

0




The phase-I construction work is proposed to be started in April 2014 and will continue till Sept

2014. It is expected that the construction activity will require transportation of quarry material

from Moray quarry or Elgin Quarry located on Elgin-Moray & Moray-Carmichael road. It is

estimated that the construction works requires transportation of quarry material and other

construction material on this road at about 32 trips (One way) per week using up to 50T trucks.

Road and air tarmac machinery such as graders and road rollers will be trucked to site and are

there for the duration of construction.

A demountable building will be provided for airport operations and late 2016 a special purpose

facility is planned to be built. A fuel storage facility will be available for aircraft refuelling. A fuel

tanker would call once a week. Emergency services will be contracted out.

The construction work force will comprise approx. 45 people who will be based at the main mine

accommodation camp and commute to proposed airstrip.

On completion there will be one person responsible for the airport day to day operation

together with 4 to 10 ground personal that will live at the main camp. It is estimated that there

will be 10 inbound and 10 outbound flights per week with each flight having up to 50 passengers.

Buses will transfer workers to mine site along the Carmichael Road.

Network Volumes


Phase 2 - includes construction and operations

late 2016


one way

32 trips per week one-way via Elgin Carmichael Rd to Elgin and Moray Quarries 4.6 per day

using a 50t truck

1 45 workers for construction from main mine camp use one bus 1 per day



Up to 100 passengers per flight. To mine camp via bus. 0.29 Townsville


0.29

Flinders Highway

Charters

Towers

0.29

Mackay


0.29


13.43 9.49 9.49 0.29 0.29

Moranbah 0


0 Kilcummin

Downs Road

0 0

Peak Downs Highway

Clermont


0

Emerald

0




late 2016 a special purpose facility is planned to be built. A fuel storage facility will be available

for aircraft refuelling. A fuel tanker would call once a week. Emergency services will be

contracted out.

As the mine construction program expands, it is proposed to meet the demand for construction

and mine workers with the runway being extended in 2018 to 2200 meters. This is to facilitate larger

aircraft types with passenger capacity of up to 100 seats. Again this construction activity will be

similar to the original building of the runway.

Network Volumes


Post opening of Phase 2

2017


one way



Up to 100 passengers per flight. To mine camp via bus. 0.29 Townsville


0.29

Flinders Highway

Charters

Towers

0.29

Mackay


0.29


11.43 0.29 0.29 0.29 0.29

Moranbah 0


0 Kilcummin

Downs Road

0 0

Peak Downs Highway

Clermont


0

Emerald

0




late 2016 a special purpose facility is planned to be built. A fuel storage facility will be available

for aircraft refuelling. A fuel tanker would call once a week. Emergency services will be

contracted out.

Network Volumes

Quarries development volumes

Year is ongoing

2013 start


North Creek Quarry 500,000 tpa

For the rail line works

Quarry vehicles

75t operation 26 total two way trips per day

assume 65t operation 30 total two way trips per day

the quarry trips are to go from the quarry to the rail access road only on Moray - Bulliwallah Road

Service vehicles

Fuel 1 per week B Double from Townsville 0.14 total one way

Water 2 per week B Double from Mackay 0.29 total one way

Maintenance 0 negligible

site setup vehicles not included as small number of 10 vehicles as a one-off event

Moray Quarry 500,000 tpa

For the rail line and airport works

Quarry vehicles



the quarry trips are to go from the quarry to the rail access road only on Moray - Bulliwallah Road

Service vehicles





Disney Quarry 10,500,000 tpa

For the rail line works

Quarry vehicles



the quarry trips are to go from the quarry directly to the rail access road and not on public roads

Service vehicles





Borrow 7 Quarry 1.900,000 tpa

For the rail line works and a lesser amount for the mine village and airport

Quarry vehicles



the quarry trips are to go from the quarry directly to the rail access road and not on public roads

Service vehicles



Maintenance 8 per week B Double from Mackay 1.14 total one way Con't over >

site setup vehicles, 180 vehicles, not included as a one-off event

Back Creek South Quarry 1,200,000 tpa

For the road works on Elgin Road and Moray - Bulliwallah Road upgrade, mine village and site access roads near the mine

Quarry vehicles



the quarry trips are to go from the quarry to site locations via Elgin -Carmichael Road

Service vehicles



Maintenance 4 per week B Double from Mackay 0.57 total one way

site setup vehicles not included as 70 vehicles as a one-off event

2.84 Townsville


2.84

Flinders Highway

Charters

Towers

2.84

Mackay

Moray - Bulliwallah Road Bowen Developmental Road 6.32

53 3.42


62 63.72 63.72 8.3 3.42

Moranbah 6.32


6.32 Kilcummin

Downs Road

6.32 6.32

Peak Downs Highway

Clermont


0

Emerald

0




Network Volumes

Rail construction volumes

2014


There are no volumes for rail operations as all movements will utilise the rail access road

The movement volumes below are "average" figures derived from the rail

construction schedule

The averages are over each year period

From Mackay 4 vehicles per day total two way

From Clermont 1 vehicles per day total two way

From Townsville 1 vehicle per day total two way

1 Townsville


1

Flinders Highway

Charters

Towers

1

Mackay

Moray - Bulliwallah Road Bowen Developmental Road 4

0 6


0 0 0 0 5

Moranbah 4


5 Kilcummin

Downs Road

5 4

Peak Downs Highway

Clermont


0

Emerald

0




Network Volumes

Rail construction volumes

2015


There are no volumes for rail operations as all movements will utilise the rail access road

The movement volumes below are "average" figures derived from the rail

construction schedule

The averages are over each year period

From Mackay 8 vehicles per day total two way

From Clermont 1 vehicles per day total two way

From Townsville 6 vehicle per day total two way

6 Townsville


6

Flinders Highway

Charters

Towers

6

Mackay


0 15


0 0 0 0 9

Moranbah 8


9 Kilcummin

Downs Road

9 8

Peak Downs Highway

Clermont


0

Emerald

0




Network Volumes

Total Camp Volumes

2014


the construction volumes are included in the mine site construction calculations

The total is for all of the four camps shown on the one sheet

0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


46 29 26 26 0

Moranbah 0


26 Kilcummin

Downs Road

31 3

Peak Downs Highway

Clermont


29

Emerald

0




Network Volumes

Total Camp Volumes

2014



The total only includes the Mine Camp as the Rail Camps end at the end of 2015

The Mine Camp continues beyond 2015

0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


40 20 20 20 0

Moranbah 0


20 Kilcummin

Downs Road

20 0

Peak Downs Highway

Clermont


20

Emerald

0




Network Volumes

Mine Camp Volumes - near mine site and new airport

2014



values above are for a 500 bed camp

the main mine camp will be a 3,500 bed camp - the above values are to be multiplied by 7

FIFO - from new airport near mine site

From Airport 140 vehicles per week total two way coach

From Airport 20 vehicles per day total two way coach

Servicing

From Emerald 140 vehicles per week total two way (AV semi-trailer )

From Emerald 20 vehicles per day total two way (AV semi trailer)

(assumed to be consistent with the mine site)

0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


40 20 20 20 0

Moranbah 0


20 Kilcummin

Downs Road

20 0

Peak Downs Highway

Clermont


20

Emerald

0




Network Volumes

Rail camp 1 volumes - near Kilcummin Downs Road

2014



FIFO - from Moranbah as closest airport


From Airport 2.86 vehicles per day total two way coach

Servicing


From Emerald 2.86 vehicles per day total two way (AV semi trailer)

(assumed to be consistent with the mine site and camps)

0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


0 0 0 0 0

Moranbah 0


0 Kilcummin

Downs Road

6 3

Peak Downs Highway

Clermont


3

Emerald

0




Network Volumes

Rail camp 2 volumes - near GDR

2014



FIFO - from new airport as closest airport (via Elgin Road)



Servicing




0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


3 3 3 3 0

Moranbah 0


3 Kilcummin

Downs Road

3 0

Peak Downs Highway

Clermont


3

Emerald

0




Network Volumes

Rail camp 3 volumes - on Elgin Road side of GDR

2014



FIFO - from new airport as closest airport (via Elgin Road)



Servicing




0 Townsville


0

Flinders Highway

Charters

Towers

0

Mackay


0 0


3 6 3 3 0

Moranbah 0


3 Kilcummin

Downs Road

3 0

Peak Downs Highway

Clermont


3

Emerald

0




Documents

Carmichael Coal Mine and Rail Project - eisdocs.dsdip.qld ...eisdocs.dsdip.qld.gov.au/Carmichael Coal Mine and... · 1 Introduction and Context 1.1 Overview Brown Consulting have